SA Flyer Magazine December 2024

• Guy: The Wonderful PT-6

• Jim – Learn sideslipping!

• Jannie Matthysen – Living in a Trailer Park

• Peter Garrison: Flying without Air Speed

• Hugh – Going home for Christmas!

THE SUPER VERSATILE JET

Given the PC-24’s smart Swiss design and unmatched versatility, it’s no wonder that it quickly found its seat at the head of the class.

PILATUS CENTRE SA

Authorised Sales Centre

POSITION REPORT

I AM ONE OF THOSE OLD cynics who enjoys the joke that “Clubs are for seals” a bit too much.

So it is for me a special pleasure to be able to share the great spirit, vision and effectiveness embodied in the Aero Club of South Africa, despite tough times for sport aviation.

At this year Aero Club Awards function the incoming Chairman, Goitseona Diale, delivered a thunderously well-received speech. He spoke straight to the cynics by saying, “If there is anyone out there who still doubts that the Aero Club of South Africa is a place where the spirit of recreational aviation lives, who still doubts that the dream of our founders is alive in our time, who still questions the function of our sections and clubs. Today is your answer.

"Our relationship with the Civil Aviation Authority has never been better as we work through various aspects affecting our industry and General Aviation at large. Although deliberations remain tough and long, through mutual understanding and collaboration we have navigated through many requirements to preserve our freedom of flight and continue to provide our members and the general aviation ecosystem the privileges we deserve.

and strong

“It’s the answer showcased by lines that stretched around airfields and intersections in numbers we have not seen before; by people who wait 2 to 3 hours, many for the first time in their lives, to secure a seat behind the crowd lines at the many incredible airshows that have swept across our nation.

“It’s the answer spoken and acted upon by the volunteers, members and supporters of our local clubs and sections, who wake up in the early hours of the morning to reassure the world that the home of flying in Africa is still alive and strong in South Africa, where it will continue to grow in leaps and bounds.

Guy Leitch Sport Aviation is still alive

This is the same relentless passion that moved two, somewhat crazy individuals, to fly a locally developed light sports aircraft around the world to showcase the spirit of South African Aviation, the same relentless spirit that allows genius engineers from Potchefstroom to continuously create one of the world’s best gliders, the same relentless spirit that motivates people to run off cliffs and hang on chutes held high by the air we all breathe and play in… It is the very same spirit that has kept us all in-love with aviation.

We have all guarded against cynicism, and the only thing that makes me prouder than all the good that we have done, is the thought of all the amazing things that we are still going to achieve from here.

And where we are met with cynicism by those that ask “What does the Aero Club do for me?”, we will respond with the relentless passion and spirit we are celebrating today.”

j

PT6A FLAT RATE OVERHAUL (FRO)

StandardAero Lanseria, a Pratt & Whitney PT6A designated overhaul facility (DOF) and the sole independent DOF approved for the PT6A-140, is pleased to support operators across Africa with P&W’s flat rate overhaul (FRO) program, which combines OEM-level quality with guaranteed “not to exceed” capped pricing. Meaning that you can plan your maintenance expenses with confidence, and without any compromises.

StandardAero Lanseria, a Pratt & Whitney PT6A designated overhaul facility (DOF) and the sole independent DOF approved for the PT6A-140, is pleased to support operators across Africa with P&W’s flat rate overhaul (FRO) program, which combines OEM-level quality with guaranteed “not to exceed” capped pricing. Meaning that you can plan your maintenance expenses with confidence, and without any compromises.

The FRO program does not incur extra charges for typical corrosion, sulphidation or repairable foreign object damage (FOD), and PMA parts are accepted.

The FRO program does not incur extra charges for typical corrosion, sulphidation or repairable foreign object damage (FOD), and PMA parts are accepted.

As the industry’s leading independent aeroengine MRO provider, StandardAero is trusted by airline, governmental and business aviation operators worldwide for responsive, tailored support solutions. Contact us today to learn more.

As the industry’s leading independent aeroengine MRO provider, StandardAero is trusted by airline, governmental and business aviation operators worldwide for responsive, tailored support solutions. Contact us today to learn more.

AV-30 panel display. With seamless integration, advanced features, and reliability at your fingertips, the destinations are limitless. uAvionix—your key to opening the skies.

LETTERS

ZS-FIX

in the Register Review

In response to the below question raised in the Register Review with regards to the deletion of ZS-FIX, C182 in the November issue of SA Flyer.

The aircraft suffered an unfortunate accident in the Southern DRC on 8 June 2024. The aircraft was damaged beyond economical repair and due to safety and security challenges in the area where she went down we could not recover the aircraft. Luckily the pilot and passenger escaped without any injuries.

The whole accident and events leading up the accident is an interesting story and a very good example of how easily the “holes can line up”. I am very happy to share if it could add value and prevent similar accidents in the future.

ZS-DWJ – Jim’s Accident Review

Ek verwys na bogenoemde berig in die SA Flyer en wil graag lig werp op die verkeerde feite.

Die ongeluk het gebeur op 15 September 2013. Vliegtuig Piper Cherokee 235. Reg no ZS-DWJ. Beplande vlug vanaf FAMA (Limpopo) na FAVB. Vryburg (NW). Vlieenier F Scheepers en nie A.J. Fourie nie soos berig is nie. Ek, A.J.Fourie, was die eienaar van die vliegtuig.

Met verwysing na die gedeelte in die berig, en ek haal aan; It sounds like meneer A.J. Fourie either didn’t sidle up to the elders to discuss the take-off or scorned their unanimous opinion that the uphill strategy bordered on suicidal etc.

Ek voel baie ongelukkig en verneder dat my naam so verkeerdelik gebruik was en verwag n’ amptelike regstelling en verskoning in die SA Flyer.

Die Uwe.

A.J. Fourie.

Jaco Mol Head of Aviation

African Parks Network

Jim replies:

My most sincere apologies to Mr Fourie.

The report shows him as owner and operator - so it’s my mistake for assuming he was the pilot. I’m very sorry.

Jim j

DURAN DE VILLIERS

Duran de Villiers is passionate about flying. He flies everything from paragliders to his Bell 204 ‘Huey’.

Duran has a wonderful eye for the vast vistas that flying provides This picture of a fat-tyred Zlin Savage Cub, ZU-PWW, flying over the contoured hillsides of an atmospheric coastline with a virga dry storm in the background is a wonderful example of his ability to compose the plane in a vast sky.

The Amazing PT6A Story

The famous slogan says – ‘Trust in God - and Pratt & Whitney’. And it is largely thanks to the ubiquitous PT6A that this statement is still true.

THE INCREDIBLE RELIABILITY of the PT6A gave birth to a whole new class of aircraft: the single-engine turboprops approved for air charter ops at night and in IMC. The Pilatus PC-12 and Cessna Caravan have overwhelmingly demonstrated how reliable the PT-6 is.

started in January 1959. The team’s goals were clear: reliability; long maintenance intervals; low noise; high power; compact size; safety and utility.

After much contemplation the team came up with a truly original idea – the reverse flow free turbine turboprop. Just how extraordinary and radical a design this was, is hard to imagine now.

The Story of the PT6A

The genesis of the PT6A begins after World War 2 when it was realised the radial engines were fast becoming obsolete in the face of the jet engine revolution. However general aviation still needed propellor driven planes with engines between 400 and 1000 hp.

the team came up with a truly original idea

The free turbine uses separate power turbine and gas generator shafts. This was chosen as it minimises engineout drag while preserving fast response to power changes and enabling easier starts in extreme cold. The free-turbine design also permits on-wing maintenance and easy access to the PT6A hot section.

In 1957, recognising the need for radial engine replacement, Pratt & Whitney Canada (PWC) assembled a team of Canadian and British engineers to replace the large radials. At the time the British were leading the field with their Rolls Royce Dart.

Detailed design on what was called the PT6A-6 (because it was the sixth engine development)

The other, perhaps even more extraordinary, PT6A feature is the engine’s reverse-flow technology. Counterintuitively, air enters from the back of the engine, then flows forward into the combustion chambers and out the side exhausts. One of the key advantages of reverse flow is that rough airstrips can be used without the risk of FOD entering the engine. Incoming air

goes through inertial separators, which diverts damaging material from the engine intake.

The PT6A was a radical new design – and it had a very difficult birth. Like so many aviation projects it narrowly escaped being still-born –and it almost killed its mother.

The were three key obstacles to its introduction: The engines were expensive to build, expensive to operate and expensive to maintain and repair. The military and airlines may have the money to deal with these issues, but the general aviation industry did not. And it was at the GA market that the PT6A was aimed.

To test the market for a small turboprop, researchers were dispatched to Beech, Cessna and Piper. The key question that these teams had to answer was simple: Was there a sustainable market for a mid-sized turboprop engine?

After assessing the research PWC decided to develop a mid-market turbine generating 450 shp. A critical goal was to keeping operating costs on a level with piston engines of equivalent horsepower such as the ninecylinder P&W R-985 radial that powered the Beech 18.

the zeal and drive of Elon Musk

The next step was deciding what type of gas turbine PWC should build. After weighing all the options available, the design team settled on a free turbine configuration. As they were also aiming for helicopters the free turbine eliminates clutch requirements in a helicopter drive train and makes it easier to pair engines for twin-engine installations. For fixed-wing aircraft the free turbine enabled the use of an off-the-shelf propeller instead of the expensive custom-made one required by a fixed-shaft engine.

They concluded that there was indeed a market, although tough competition was already hard at work, including General Motor’s Allison division that was developing a gas turbine in the 250 shp range, and Britain’s Rolls-Royce with its 2,000 shp Dart.

Although the engine design had by then been chosen, the major challenge was to sell the programme to PWC’s parent company, Pratt & Whitney Aircraft, in Hartford, Connecticut. A team of PWC engineers travelled there in December 1958 and presented their concept to the company’s chief engineer, Wright Parkins. He liked it enough to give them the go-ahead.

The first PT-6 was tested in the nose of a Beech 18 Expeditor.

Flushed with success, high hopes and a lot of determination, the team returned to Canada and set to work. Although they had plenty of enthusiasm, the members of the team lacked experience working together on a major project that could make or break the company’s future. One member said, “We had no history, no experience as a team. This was a far cry from what would happen in a mature organisation with a long history of design.”

The lack of history and experience, however, proved to be advantageous because “We were uninhibited … and had no past failures.”

Unfortunately, as time went by, the team’s lack of gas turbine engine design experience began to paint the balance sheets dark red. Costs were too high and tough technical problems plagued development. A team of American engineers from Hartford was sent to help resolve issues and get the programme back on track.

The six-man group arrived early in 1961 and was led by Bruce Torrell, who had worked on engines with Canada’s National Research Council and with Sir Frank Whittle’s Power Jets before joining Pratt & Whitney after the war. Without Bruce Torrell, the PT6 would probably have been still-born.

With the zeal and drive that nowadays we associate with Elon Musk, Torrell abandoned the one-shift-a day agenda and replaced it with a round-the-clock work schedule. “When he was in town,” an engineer remembered, “he could be found in the plant at all hours. He was known to show up in the middle of the night wearing a raincoat over his pyjamas.”

In the wake of Torrell’s arrival, progress was being made, but development work also faced serious opposition from, much to the team’s surprise and dismay, within PWC itself. The Chairman of Pratt & Whitney USA argued not only for termination of the PT6A programme, but

The PT6 powered Lotus 56 that was so good it was banned.

PT6 powered Turbo Train.

for Pratt & Whitney USA to transform PWC into a sales and service organisation, not an engine manufacturer.

By 1961 the engine was ready for flight testing. The first aircraft to fly solely under PT6 power was a helicopter; the Hiller Ten99 that flew in July of that year.

Meanwhile, PWC began searching for a twinengine, fixed wing plane suitable for the PT6A flight tests. They were able to obtain a Beech C-45 Expeditor (a military Beech 18) on loan from the Royal Canadian Air Force.

De Havilland aircraft engineers modified the nose to fit a pre-production engine, which weighed only 270 pounds. Ground testing began early in 1961 and continued until May 30, when de Havilland test pilot Bob Fowler and PWC pilot John MacNeil took the C-45 aloft for its maiden flight.

There has also been strong demand for the engines for applications outside aviation, most notably, given its great power to weight ratio and reliability, for motor racing.

The PT6A today.

There are now more than 130 different aircraft types powered by PT6As. Yet amazingly the design has remained constant. Even the engine diameter has remained unchanged, but compared to 1963, today’s PT6s have four times more power, 50-percent better power-to-weight ratios, and a 20-percent lower specific fuel consumption.

The engine has been so successful that it has naturally been copied around the world – notably by Walter engines in the Czech Republic, Russia – and of course China.

In 1986, the Chinese state-owned firm, the China National Aero-Technology Import and Export Corporation (CATIC), signed a 5-year agreement to assemble the PT6 from subassemblies made in Canada. These turboprop engines were designed for the Harbin Y-12, a small transport aircraft similar to the Twin Otter.

Thus was born the ST6 which was used in amongst many applications, in the STP Special or Turbocar, a revolutionary Lotus designed 4-wheel drive racing car. The STP Special, or “Silent Sam / Whooshmobile,” was the first turbine car to qualify for the Indianapolis 500. During the race it set 18 speed records, to the great annoyance of petrol heads. A mechanical problem unrelated to the ST6 engine caused its driver to withdraw from the race, minutes before almost certain victory.

Shocked by this performance and pressured by the other racing teams, the United States Auto Club (USAC) changed its regulations to limit the chances of success of cars powered by a gas turbine.

The PT6A engine had nearly died during development, yet managed to survive its detractors, cost overruns and a dearth of orders to become one of the most successful turboprop engines in the history of aviation, as well as in applications such as the Turbo-train, Lotus racing cars and boats. j

The PT6 Thunderbird marine application.

- BALLOONING IS FLIGHT WITHOUT AIRSPEED.

The first free flight of a manned balloon took place, as is well known, in France, in 1783.

THE KING, LOUIS XVI, who took an interest in the experiments of the Montgolfier brothers, suggested that the passengers on the first manned flight should be two convicts, whom he considered expendable. He was persuaded, however, that the honour of being the first humans to fly should go to persons of the better sort.

A soldier and minor aristocrat, the Marquis François d’Arlandes, and a recently ennobled science teacher and member of the king’s brother’s entourage, Jean-François Pilâtre de Rozier, volunteered.

Pilâtre de Rozier was bold to the point of rashness; he once demonstrated the flammability of hydrogen, and eyebrows, by blowing a mouthful of the stuff over an open flame, and would end his life in an attempt to fly a balloon across the English Channel. D’Arlandes, conversely, would subsequently be expelled from the army for cowardice, a quality which, if the charge were just, must have developed in him late.

The balloon, constructed of silk, fancifully decorated by a wallpaper manufacturer with zodiacal signs and other celestial curlicues and powered by burning straw, rose from a park on the west side of Paris, flew five miles,

and landed safely. One can only imagine the emotions the two men felt on seeing the world as only God had seen it before, not to mention those of peasants and workers on the ground below who looked up to see a huge painted ball floating past in the sky.

Joseph Mongolfier believed that smoke contained a special gas, which he named after himself, that possessed a tendency to rise. This shows, as have many examples since that time, that garbled thinking is no obstacle to the ascent of bloated gasbags.

garbled thinking is no obstacle to the ascent of bloated gasbags BECALMED

Actually, what happened in the Mongolfiers’ hot-air balloons, and in all such balloons since, is that fire made the air within the balloon expand. The excess volume was driven out of the opening at the bottom, making the balloon lighter.

Air weighs about 81 pounds per thousand cubic feet at sea level temperature and pressure. The volume of the Mongolfiers’ first man-carrying balloon, which was 70 feet tall, was about 60,000 cubic feet, and so it contained nearly 5,000 pounds of air. Supposing that the balloon and its payload weighed 1,000 pounds, the air within it would have had to expand until a fifth of it had been driven out of the envelope in order to make it neutrally buoyant. In November at Paris,

The Montgolfier brothers first man carrying balloon.

this would require an increase in temperature of about 160 degrees Fahrenheit.

During my early years of writing for Flying I would collect ratings and write articles about my experiences getting them. One of the skills that I mastered just well enough to be rated was that of flying hot air balloons.

My balloon training began in April, 1969, at Perris, California, with Don Piccard, a professional balloonist who designed, built, flew and sold his own hot-air balloons.

One learned by doing. I started off as crew, arriving at Perris at dawn to help unload and lay out the balloon. The gondola was a large, heavily constructed wicker basket. Atop it, above the occupants’ heads, a metal frame held two cylindrical burners fed by propane from a tank in the basket. The large opening at the bottom of the balloon, called the skirt, was several feet above the burners.

A team is required, first to inflate the balloon, then to follow and retrieve it after a cross-country flight. For inflation, the nylon envelope is spread out on the ground and the basket tilted onto its side. A couple of helpers pick up the edges of the skirt and hold it open while the pilot directs the burner flame, which is large, noisy and menacing, into the opening between them. The heat of the flame, combined with some energetic pumping of the edges of the skirt, causes the envelope to puff up and begin to fill. At it inflates it rises, until it floats above the now upright gondola. All this is fairly easy to accomplish, provided that there is no wind.

surrounding air, its passengers feel no breeze. If it had pennants, they would hang limp. It seems becalmed.

Once, we passed at treetop level above a house. A man stepped out onto the porch.

“Good morning,” Piccard said in a conversational tone.

The man looked about, baffled.

“Beautiful weather,” Piccard continued.

A dog barked. We passed on. The man never looked up.

In June of that year, I found myself at the Paris Air Show. Piccard was there too, along with his wife and their daughter Liz, who was about my age. He was delivering a balloon to a customer, a Monsieur Duvaleix, and was scheduled to fly as part of the air show. He enlisted me to crew for him.

I panicked and rolled out.

It was windy. The previous day, a British team had tried to launch and had failed disastrously. It should have been a scrub; you don’t try to inflate a 60-foot balloon in a stiff wind. But Piccard – well, Piccard was Piccard.

Once the balloon was standing up and the gondola light, the pilot and passengers would scramble aboard, together with a bottle of champagne, since it was traditional to celebrate the completion of the flight with toasts. We would then float over the landscape for an hour in an otherworldly silence interrupted from time to time only by the roar of the burners replenishing the heat. Because the balloon becomes part of the

It was a desperate gamble. Piccard roped the gondola to the bumper of a car. He made me and Liz lie inside the skirt, under the burner flame, to keep the wind from picking up the bottom edge. When the flames got too close to my face I panicked and rolled out. Liz was still inside, yelling. Her mother rushed in to rescue her. “I can’t let you go on with this!” she screamed at Don, who glanced at her and then went on.

Liz, her loyalties divided, broke away from her mother, and we held the sides of the skirt, stepping on the inside to hold it down, while the expanding monster heaved from side to side in the wind.

Madame Duvaleix was supposed to cut the rope

on Piccard’s signal, using a switchblade knife with which he had provided her; but she mistook his shouts of “Get out!” to Liz and me for “Cut it!”, and she cut the rope prematurely. The gondola, in the bottom of which M. Duvaleix was curled in a foetal position, began to slide away.

Now we had to lift and carry the lightening gondola, so that the balloon would not lie down. Liz and I and a couple of others struggled to run and lift at the same time while Piccard, like a mad fixated Ahab, aimed the full power of his flame throwers upward into the belly of the whale.

Finally we could hold the gondola no longer. It slipped from our despairing hands; we fell on the ground, gasping. The gondola bounced a couple of times and then, miraculously, the balloon

tipped upward and the gondola left the ground. It climbed to 20 feet or so and levelled off. The wind bore it along, stately and silent. Our hair was blowing into our eyes, but Piccard and M. Duvaleix were cocooned in calm and waved imperturbably to the crowd.

A dog barked. We passed on. j

It was only in September that I finally soloed, under the tutelage of a different instructor, Deke Sonnichsen. He said that a newly minted balloonist received a nickname from his teacher. With a muddy mixture of champagne and the soil upon which I had landed, he christened me “Enigma Springs.”

As it happened, I never flew in a hot air balloon again.

RIGHT SEAT RULES NO. 24

SLIPPING IT IN

What a graceful thing a sideslip is. When you watch an aeroplane slip gently onto the very threshold of a grass field and straighten out just before the wheels brush the turf, you know you are looking at an aviator – not an aeroplane driver.

THIS ARTICLE IS FOR INSTRUCTORS who want to teach their pupils to be aviators. If you already have this skill, then quietly turn the page, this is not for you. I want to encourage fresh pilots to feel safe and comfortable sideslipping right down to the ground – which is where it’s most useful.

Actually, that’s not quite true – it would also be useful if your engine caught fire at 8000 feet. You could then sideslip to blow the smoke and flames out to one side while helping you to get down quicker.

So what exactly is a sideslip? Here’s what it looks like from above. It’s a way of creating more drag so that you can descend steeply without increasing your airspeed. It’s simple – if you make the aeroplane go sideways it gets all draggy, which means you can come down rapidly while keeping the airspeed low. And you make it draggy by crossing the controls so that the rudder tries to turn you say to the right, and ailerons fight the turn by banking you to the left. This way the aircraft descends crabwise – it’s not going where it’s pointing. Let’s have a closer look at what’s

going on. This aircraft has a heading of about 020 but it’s tracking north. The pilot is using right rudder and holding the left wing down with aileron.

For the most part, sideslipping is a low-level thing with two very useful purposes:

1. It can help you adjust your rate of descent during a glide approach or forced landing. That’s how the pilots of the famous ‘Gimli Glider’ managed to glide their out-of-fuel Boeing 767 onto an old airfield being used as a race track. (It helped that the Captain was also a qualified glider pilot.) Here is a link to the Gimli Glider.

2. It’s the right way to do a crosswind landing. It works almost like flaps – you get more drag and a steeper descent without gaining airspeed. In one way it’s better than flaps because it’s infinitely variable. There are no notches – you can slip as much or as little as you like, to get you down exactly where you want. And you don’t need to take your hand off the controls to adjust flap settings.

Now let’s look at the second reason for sideslipping – crosswind landings. I said earlier that it’s the ‘right’ way to handle a crosswind. In fact it’s the ONLY way to do smooth, sexy crosswind landings. Once you’ve got it right, you’ll look forward to landings in a good strong crosswind. Promise.

Do I hear rebellious rumblings from the back and the cry, “I was taught to use the crabbing method for crosswind landings”? Well, yes, but you still need to sideslip before the wheels touch. Let me explain.

A crosswind landing calls for two things to be right:

1. On final approach, you track along the extended centreline. You can do this either by heading slightly into wind (crabbing) or by sideslipping into wind.

2. When you touch down you must have the nose pointing along the runway so that the wheels don’t hit the ground going sideways.

Sideslipping is a great way to both go down and slow down - and deal with a crosswind.

Sideslipping all the way down your final approach is a bit silly and uncomfortable. So the normal way to handle a crosswind is to crab down the approach and then convert to a wing-down – sideslip – before touchdown. This gets the wheels aligned with the runway. The transition from crabbing to slipping is often called ‘kicking it straight’. I hate the term – you don’t kick an aeroplane – but you must be positive on the rudder.

Of course, as soon as you get the nose straight you’ll begin to drift towards the downwind side of the runway. The only way to stop this, while you keep the nose pointing along the runway, is to lower the into-wind wing and use opposite rudder to prevent her from turning. In other words, you convert to a sideslip. When you are good at it, you might do this only a foot or two above the runway.

the

The duration of this sideslip, after you’ve straightened the nose, depends on your skill and how much you get messed around by gusts. Ideally, it’s only a couple of seconds. But if it turns out to be longer, that’s just fine. Some like to get the nose straight as they cross the fence. Others like to do it at 100’ so they have time to settle into the slip. It doesn’t really matter when you do it.

Besides, it’s an exercise that is generally not well taught, and almost never practised. This means we have generations of pilots for whom sideslipping is all a bit of a mystery. If you trained in a Cherokee or Cessna your instructor probably muttered darkly about never having to use a sideslip because flaps do the job for you. Of course this is partly true – but why not have the flexibility of being able to use both?

If you feel unsure about this whole thing because you haven’t sideslipped since you did your PPL, let me walk you through your first sideslipping lesson because you’ve probably forgotten what happened.

We are going to climb to a decent height and find a line-feature: a road, a railway line, or – if you are lucky enough to be at the coast – a stretch of beach. Now line up with the nose pointing straight along it.

right way to do a crosswind landing

In a nutshell, you should crab down the approach and convert to a sideslip before touchdown. I said there’s no rule about where this transition should happen. But if you do it too late you’ll hit the ground going sideways which puts a massive load on the undercarriage.

And if you do it too early, no sweat – you just keep slipping until you touch down on one wheel like a pro.

And before you wonder if it’s a safe to sideslip at low level, the answer is an emphatic yes – it’s totally safe. In fact, it can be a whole lot safer than not sideslipping – so you’ve every reason to get good at it, and no reason to delay any longer.

We will be doing a long, unbalanced glide, so it’s time to think about engine handling:

• MIXTURE. If you’ve leaned out, you’ll need to richen the mixture a bit.

• CARB-HEAT. You may want to use carbheat. A quick reminder that different aircraft have different needs. Cherokees and C172s, even though they may use the same Lycoming engines, need different treatment when you throttle back.

Cessnas develop carb-icing pretty quickly so you’ll certainly need heat during the glide. Mr Piper says, perhaps a little confusingly, that you should only use carb-heat, “if you get an indication of icing.” I say this is confusing because he doesn’t tell us how to recognise an indication of icing when the throttle is closed.

Actually, you pretty much don’t have to worry about icing in a Cherokee. I’ve been flying them for 50 years and only had carb-icing once, and that was in a 235 while flying up the Natal

coast on a warm muggy day. So I can almost guarantee you won’t need carb-heat in the smaller Cherokees. But if you want to use it just to keep the habit, no probs.

• FUEL SELECTION. You need to think carefully about fuel selection before you start. The infallible rule is that the fuel goes where the ball goes, so if we have the left wing down, and right rudder, the ball will be on the left. This means the fuel will move to the left side of both tanks.

Let’s say you’ve selected the left tank, which has an hour’s worth of fuel. That fuel will move left – towards the wingtip – and away from the tank’s outlet pipe. If the pipe starts sucking air rather than fuel – a condition that is known as ‘unporting’ – it will cause the engine to stop. Not immediately, but after a little while when it has used the fuel in the pipe.

The answer is easy. Always select the upper tank, no matter which way you sideslip. In an

aircraft with side-by-side seating, it generally makes sense to sideslip to the left because that gives you, as the pilot, the best view of the runway. So select the right-hand tank if you are planning to use a left sideslip.

And of course if you are going to sideslip to the right, perhaps to deal with a crosswind, then you should switch to the left tank.

Right, that covers engine handling.

Now, listen for other traffic and do a couple of S-turns to make sure it’s all clear in front and below.

Next, we throttle back smoothly and fully, using a touch of left rudder to start gliding in the normal way. Keep heading along the line feature. Once you have the airspeed settled at best glide, trim out all stick pressure. On the Cherokees you can also use a bit of left rudder trim.

Have a look at our rate of descent, and remember it – let’s say it’s 700 ft/min.

A large dihedral and short tanks keep the fuel at the outlet ports

Fuel unporting.

Now, smoothly and gently bank the aircraft to the left. At the same time, use just enough right rudder to prevent the nose from moving off the line feature.

Okay, keep the airspeed constant with the elevator and gradually increase both aileron and rudder, without allowing the aircraft to turn. Eventually, you’ll reach maximum travel of one of the controls – either the aileron or the rudder will come to its stop.

That’s it. You are now sideslipping to the aircraft’s maximum ability. Have another look at the VSI and note we are descending a whole lot faster – probably between 900 and 1200 ft/min.

Now have a look what’s happening outside. Although we are still maintaining the heading of the line feature, we are actually tracking to the left of it.

If the feature was a runway, you would want to track along it. So gently increase right rudder, or reduce left aileron, until the nose has moved perhaps 20 degrees right of the line, and now get the controls crossed to their limit again.

Okay, to recover to a normal glide, you smoothly return the rudder and aileron to neutral while keeping an eye on the airspeed – more about that in a minute. When you think you’ve recovered, just check that the ball is back in the middle. Next, carb-heat off and smoothly increase to climb power for another try.

A word about the airspeed during entry and recovery. When you begin a sideslip, you normally have plenty of altitude so you’ve time to adjust your airspeed. Generally, you have to lower the nose a little to counteract the extra drag – but there are two variables that conspire to confuse you:

1. The effect of the pitot tube not pointing directly into the airflow, and the unknown position error on the static vents, make the ASI inaccurate.

it elevates you into a higher category of pilot

In practice, you’ll often find that your turn on to final approach is a good place to start the slip. So you wait until the turn is almost complete and then smoothly feed in right rudder to stop the turn while heading about 20 degrees to the right of the runway. At the same time, use enough left aileron to keep the wing down. You’ll also need to lower the nose slightly to maintain airspeed.

With a bit of practice, you’ll find it’s quite easy to keep tracking along the line feature.

During the slip, think about controlling your heading with rudder, and your rate of descent with the ailerons. You actually use both, but if you think about it like that it works out just fine.

Now, depending on the type of aircraft, you may need to do an engine warm-up.

2. With side-by-side seating, you’ll seemingly have different nose attitudes depending on whether you slip to the left or to the right.

So I can’t tell you what nose attitude, or what indicated airspeed, is “correct”. You have to find out by trial and error.

Recovering to normal flight needs care because you often do it close to the ground, which leaves little time to adjust the airspeed. If you run out of airspeed, there’s no room to recover. And of course, if you are too fast, you’ll float for ever.

High-wing versus low-wing

Any high-wing aircraft will sideslip a whole lot better than a low wing. In a sideslip to the left, low-wing aircraft have two things working against them:

1. The relative airflow pressing against the left side of the fuselage and tail fin tries to level the wings.

2. Part of the airflow above the right wing gets

blanked off by the engine and fuselage – so you lose lift there and that also tries to level the wings. See the green area in the first diagram.

This means you have to use a lot of aileron. In fact, in most low-wing aircraft you’ll find yourself using full aileron and only partial rudder.

Because low-wing aircraft usually have more dihedral, they are less susceptible to the fuel unporting.

High-wing aircraft sideslip more willingly because:

1. The relative airflow on the side of the fuselage tends to increase the bank.

2. The fuselage does not interrupt the airflow above the upper wing.

This means the aircraft banks willingly and you’ll probably run out of rudder before you have full left aileron.

Fuel selection is critical on high-wing aircraft with little dihedral. So use the upper tank for long sideslips.

LNow, don’t just rush out and try slipping down to knee height. Get to know your aircraft first. Grab a greybeard and some altitude and find out how she behaves in both left and right sideslips, as well as with and without flaps.

It’s easy to get it right, but it’s just as easy to get it wrong.

The Gleitch says I mustn’t talk about the old days because it bores young pilots, so I won’t briefly tell you about the following three most memorable sideslips in my life.

The first was when I got myself into terrible trouble in PE in an Aztec which had lost an engine. I was too high on final, which is good for a single-engine landing if the flaps and undercarriage come out. But it means you’ll sail into the military hangars at the far end if they don’t – which they didn’t. So to avoid the horrors of a heavy single-engine go-around, and the equal grief of damaging military property, what did I do?

Correct. If you sideslip an Aztec, it comes down like an Aga stove. So the day was saved.

The second one I won’t mention was when I overcooked a magnificent sideslipping turn in front of a million people at an airshow in Oudtshoorn and smacked into the ground 50 feet short of the runway and flattened a couple of bushes before reaching the numbers.

TURNCOORDINATOR

RI also won’t tell you about doing the same wing-pointingvertically-down-whilepivoting-through-180degrees manoeuvre at George in my Tiger Moth, when something went twang. The termites in the stern-post had stopped holding hands. It had to have a complete rebuild after that.

I also won’t mention that if you fly a Tiger it’s worth inspecting the bottom of the stern-post for cracks.

Enjoy your sideslipping. It’s safe if you do it sensibly it elevates you into a higher category of pilot, and of course it’s huge fun. j

2MIN NOPITCH INFORMATION

Ball in T&S.

SOLAR CHARGING FOR PLANES

Saxon Air has completed the installation of what it calls a ‘pioneering electric charging point’ at its Business Aviation Centre in Norwich, believed to be the first of its kind at a UK regional airport, with the purpose-built infrastructure featuring a solar energy array specifically tailored for electric aircraft.

Covering nearly 86 square metres, the 18kWp solar array includes 44 solar panels mounted on a steel frame, estimated to generate around 18,156 kWh of energy per year.

‘This setup now generates sustainable power for multiple operational needs at Saxon Air,’ clarified the charter provider, which also includes the electric Pipistrel Velis Electro in its fleet for training purposes. By enabling ‘fast and efficient charging for Saxon Air’s electric fleet,’ the new charger will prove key in ‘significantly reducing the dependency on grid power’.

CEO of Saxon Air Alex Durand confirmed that the installation of the aircraft solar charging canopy will get the company closer to energy self-sufficiency targets, whilst also showcasing electric aviation to a wider audience. “We now have a standalone location for energy self-sufficient electric aircraft operations, and now very much part of normal airport operations,” he added.

“This project is a fantastic example of how innovative renewable technology can be adapted to meet the needs of modern aviation,” explained Managing Director of RenEnergy Damian Baker, who concluded: “We look forward to seeing the benefits this will bring to the sector”.

Saxon Air hopes that its dedicated electric aircraft charging point will help support its sustainability achievement as the lowestemission flight training centre in England, with an ambition of achieving net-zero carbon emissions by 2030.

Solar Charging.

OSSHKOSH 2025

Day and night, the fun doesn’t stop!

Our catered camp site on the airfield means you won’t miss out on any of the activities – the early morning wake up call of P 51’s getting airborne, the evening ultralight parade, the STOL competitions and of course, the incredible night airshows! Plus all the camaraderie and fun only a camping group can offer.

Our campsite offers you a home from home at Oshkosh, tents and bedding, meals and beverages, charging facilities and sheltered seating – no camping gear required, bring only your clothes!

Tours depart Johannesburg, Durban or Cape Town Friday 18th July and return Tuesday 29th July 2024.

Prices from R40 650, Early Bird specials available!

- Reims Cessna F172

Guy Leitch

Like it or not, the French know how to make great planes – even if their cars are funny. So imagine what you get when you take French flair to the world’s best-selling plane.

FRENCH FLIES

This NTCA 'Reims Rocket' conversion makes it the best of all 172s.

WHEN I LEARNED to fly (in the 1970s!) in a cramped and underpowered Cessna 150, what I aspired to was to fly a Cessna 172. Almost every flying club and school had at least one Cessna 172 on their fleet, for hire and fly with my shiny new PPL blue book.

C172s are the Toyota Corollas of the air – even if they still have the smooth but underpowered Continental O-300 engine. Over time the C172 has been endowed with bigger engines and the 180hp Lycoming IO-360 of the C172S is now just about standard.

But it took the French to give the great little plane the power it deserved. They grafted on a Continental IO-360 with 210 horses and a constant speed prop and called it the Reims Cessna F172 Skyhawk II.

At time of writing there is one for sale in South Africa – and even more remarkably – it is on the NTCA register as ZU-IGG.

was acquired by Raymond Fowkes who completely rebuilt it from the ground up and in the process created a like new C172 with a zero timed airframe, engine and prop and a striking red and white

ZU-IGG is a 1979 Reims-built Cessna F172N Skyhawk II. The aircraft was originally on the Swazi register when it

paint scheme. In 2014 it was registered as a Foxcraft amateur built aircraft which means it can be operated and maintained as a non type certified aircraft (NTCA).

The 210 hp engine is a smooth six cylinder Continetal IO-360.

As a Reims Rocket it is powered by a 210hp Lycoming IO-360, driving a McCauley two-blade, constant speed prop. The increased power over the American 172s gives it a very useful max all up weight (MAUW) of 1157kg (2550 lb). With an empty weight of 750 kg (1650 lb) there is a 407 kg (900 lb) useful load. With full fuel of 200 litres (52 USG), which is enough for 5-6 hours, ZU-IGG still has a useful load of 263 kg (580 lb), permitting two adults and two children and some baggage to be carried a long way.

The walk-around brings back fond memories for anyone of the hundreds of thousands of pilots who cut their teeth on a C172. Notably ZU-IGG is not a tired club training plane but an effectively brand new beautifully cared for 172 with everything a VFR pilot could want.

MAINTAINED AS A NONTYPE CERTIFIED AIRCRAFT.

Flying the F172

Starting the 210hp Continental is remarkably simple: Run the fuel boost pump on High for about three seconds until fuel flow registers, then switch it to Low boost. Turn the key to ‘start’, and after a few blade flick throughs it bursts into life with that wonderful deep throated Continental growl.

With the engine idling steadily, the avionics master is switched ‘On’. For a flight around the patch at Petit there is no need to enter a detailed flight plan on the centrally mounted iPad.

Flaps can still go to 40 degrees but 20 is fine for easy landings.

The Dynon EFIS may be simple but it contains all the info you need – and much more.

THE EXTRA POWER IS WELCOME IN THE CLIMB

At the holding point the power checks are straightforward constant speed injected Conti. One notch of flaps is preferred for takeoff. ZU-IGG accelerates with an un-C172 roar and needs a big dab of right rudder to keep it on the centreline. Unlike its bigger brother the C182, the Reims Rocket does not have an adjustable rudder trim so you need right rudder pressure at high power. (But I hardly ever used the adjustable rudder trim on the C182).

With gentle backpressure it flies off Petit’s grass runway at sixty knots and accelerates

nicely while going upwards. Retracting the one notch of flaps gives a significant pitch up.

As a Reims Rocket with a sixcylinder Conti on the nose, it is heavier in pitch than a standard C172, much like the 182. The extra power is welcome in the climb at a Highveld density altitude.

Owner Tim Bouwer reports that even at maximum all-up weight, she climbs at 500 fpm at around 75 knots. Levelling off, at full throttle of around 22 Hg at 2,400 rpm ZU-IGG indicates 105 KIAS for 122 KTAS using around 39 lph (10 US gph).

In the cruise the Dynon DMS D-120 Engine Monitor comes into its own, displaying accurate fuel burn figures both before and after leaning the mixture,

as well as the individual cylinder head and exhaust gas temperatures. The quality of the engine work and baffles can be clearly seen in the narrow range between the highest and lowest CHT and EGTs.

The Dynon AP74 autopilot is a great tool for situational awareness. You

stress, just a relaxing and fun way to fly.

On Downwind, slow the aircraft to the flap limiting speed of 85 KIAS. Lower the first stage of flap and re-trim while keeping the speed at 70 KIAS. Turning Base, lower the second stage of flap with speed still at 70. Compared to the standard C172 the heavier engine and

can set heading and altitude and just concentrate on where you are and what’s going on around you. It provides the passengers with a nice smooth ride and a calm atmosphere in the cockpit, while also giving you time to check the chart, the next radio frequency, or to respond to the occasional radio message. No

prop push the C of G forward, making the aircraft feel slippery on the approach, so controlling the airspeed is important. Onto Final lower the nose a little and get the speed down to 65 before lowering the third stage of flap.

If you are just two-up you can anticipate

Enough power to use the full four seats.

the slightly heavier nose by winding in some nose-up trim. This makes the landings as effortless as one expects from the great classic that is the underrated Cessna 172.

Conclusion

ZU-IGG is a very desirable aircraft –and may well be the best pre-1994 172 in the county. It has all the attributes of the classic Cessna 172, yet with the increase in power needed for the hot and high Highveld. And even better, it is registered as a Non Type Certified Aircraft, so maintenance is much less onerous – and far cheaper.

Bubble right side window makes it possible to look straight down.

Fully faired wheel spats give you speed and economy for no exta fuel burn.

WHAT ARE FRENCH CESSNAS?

IN THE LATE 1950S GENERAL AVIATION WAS BOOMING IN THE UNITED STATES. CESSNA HAD EMERGED AS A LEADER IN THE LIGHT AIRCRAFT MARKET, RIDING THE SUCCESS OF THE CESSNA 140 AND 170 SERIES INTO THE EVEN MORE POPULAR CESSNA 172.

The Max Holste factory at Reims.

Cessna was looking to broaden its distribution outside the United States and saw opportunity in the fastgrowing European market. Cessna had established a dealer network abroad, but transportation costs and high tariffs made it difficult for Cessna to bring price-competitive products to Europe.

And so began the search for a European partner which could manufacture Cessnas under licence. The ideal partner would have spare production capacity and a trained workforce to facilitate a rapid spool-up of production of Cessnalicensed aircraft.

The right partner was French aircraft manufacturer Societe Nouvelle des Avions Max Holste, founded in 1933 by engineer Max Holste. Avions Max Holste had produced several aircraft (both of

ESSENTIALLY A KIT VERSION OF THE CESSNA 172D.

their own design and on license) in the postwar years. However, it had not found a large market for its flagship Broussard series of transports and by the end of the 1950s, the company was in trouble.

France was Europe’s most active GA country with more than 3,000 aircraft in the air. A partnership with Avions Max Holste made good sense for both sides. Cessna would gain access to a skilled workforce and manufacturing facilities in the heart of France; Avions Max Holste could delicately extract

itself from its financial woes by spinning off its turboprop line to Nord Aviation and focus on producing commerciallyproven Cessna aircraft.

A partnership agreement was signed on February 16, 1960 and the company was renamed Societe Nouvelle Max Holste. The company was renamed again as Reims Aviation. Cessna owned 49 percent of Reims Aviation, with the shareholders of Avions Max Holste retaining the balance. At the time of the agreement, Reims had 280 employees.

Cessna promised Reims Aviation access to their existing Cessna International dealer network. To start, Reims would produce the Cessna 172 and 175. Other models would follow after the completion of the initial production run.

The first Reims Cessna aircraft was completed in April 1963 and rolled off the line bearing serial number F1720001, with the F-prefix denoting an aircraft assembled in France. As the F172D it was essentially a kit version of the Cessna 172D.

All components were manufactured by Cessna in the USA and shipped to Reims for final assembly. The engine was a 145 hp Continental O-300-D produced by Rolls-Royce in England. With the exception of their data plates and flight paperwork, the first 18 Reims F172Ds were identical to their U.S. counterparts.

The F172 was a hit, and production ramped up quickly. By the end of 1964 a dozen aircraft a month were leaving the small Reims factory. At the same time, Cessna attempted to import the rebadged Cessna 175, known as the “Powermatic” P172D. The Powermatic featured a 175 hp Rolls-Royce Continental GO-300-E engine with a geared reduction drive and constant-speed propeller.

The P172D was pulled from Cessna’s USA lineup in 1963; and only three FP172Ds left the Reims factory before the project was abandoned.

The transition from kit assembler to manufacturer was rapid. Reims Aviation began to manufacture subassemblies in early 1964. By 1965 nearly all components for the F172 were being made in France. The Rolls-Royce Continental engine and spring steel landing gear were the only imported parts in 1965’s F172E models.

Though Reims was bound by agreement to make their aircraft parts-compatible with U.S.-manufactured Cessnas, Reims made small improvements in their assembly process. Most importantly, all aircraft leaving the Reims factory after mid-1964 were corrosion-proofed.

Reims Aviation reached full production capacity in 1965. The F172’s price point (approximately $10,000) appealed to flight clubs and private owners. A French government programme helped to boost sales—the programme subsidised up to 50 percent of a Frenchbuilt aircraft’s cost when purchased for flying club use.

At the end of 1965, Reims was producing 15 F172s per month. Reims Aviation’s CEO, fighter ace Pierre Clostermann, bragged that Reims would soon be supplying Cessna’s European dealer network with most of its singleengine aircraft. He predicted Reims’ production would hit 1,000 aircraft a year by 1975.

These bold estimates were based in part on a new product positioned to

The Irish Air Corps used the F172.

expand Reims’ portfolio beyond the F150 and F172. The FP172M concept, the 210 hp IO-360-powered prototype which had been mothballed in 1963, reemerged at the 1967 Paris Airshow as Reims’ new flagship product: the Reims Rocket Model FR172E.

This new high performance 172 would be produced exclusively for civilian sale in Europe by Reims Aviation. The Rocket was positioned to fill the niche between the F172 and the imported Cessna 182 Skylane. In this respect, it was similar to the fixed-gear Cessna 177 Cardinal, which was not produced in Europe.

The F172E Reims Rocket’s 210 hp Rolls-Royce Continental IO-360-D fuelinjected engine and constant-speed propeller produced a maximum of 2,800 rpm at takeoff. At 2,800 rpm it screamed ‘like a rocket’ and gave the aircraft a 125-knot cruise.

The aircraft was at least 20 knots faster than comparable F172s, with only slightly increased fuel consumption and maintenance costs. The Rocket boasted a 2,500-pound gross weight (an increase of 200 pounds from the standard F172) and a useful load of approximately 1,000 pounds. The aircraft was in many respects superior to the early 177 Cardinals, and close in performance and payload to the Cessna 182.

The Reims Rocket was produced through 1977. Reims built almost 600 Rockets in the ten-year production run. Military customers also expressed interest in the Rocket. Reims produced eight speciallyequipped F172E aircraft in 1969 for the Irish Air Corps. These aircraft saw active duty fighting in Northern Ireland.

1974 marked the peak of Reims Aviation’s production. Reims’ 515 employees produced 474 aircraft at the

PRODUCTION SLOWED TO A TRICKLE

260,500-square-foot Prunay Aerodrome factory. The F172 was the most common aircraft, with a production rate of 150 aircraft per year at the end of 1974,

The Cessna 182 was not licensed to Reims in its early years, perhaps due to the success of the Reims Rocket. This changed in 1975, when Cessna granted Reims the license to produce the 182P Skylane and R182 Skylane RG. 25 F182P models, 145 F182Q models and 67 FR182 models were manufactured by Reims between 1976 and 1984.

The Reims Rocket was supplanted by the Hawk XP in 1977. The Hawk XP, also known as the FR172K, featured the same airframe and powerplant combination as the Reims Rocket, though the RollsRoyce Continental IO-360-K engine was derated to 195 hp and 2,600 rpm on takeoff. This adjustment complied with new European noise regulations. The new aircraft was nearly identical to the U.S. model Hawk XP. Reims produced 85 Hawk XPs between 1977 and 1981.

As with many major aircraft manufacturers, Reims was hit hard by the downturn in General Aviation which started in the late 1970s. Production slowed to a trickle by 1983. Though Reims Aviation had 531 employees at the end of the year, only 92 aircraft left the factory.

By 1986, both Reims and Cessna had abandoned light piston singles; choosing instead to focus on multi-engine aircraft.

Over the course of its 23-year run of producing Cessna singles, Reims Aviation helped bolster the growth of European General Aviation by bringing affordable aircraft to the European market en masse.

Reims Aviation built more than 6,300 aircraft, including 12 different Cessna single-engine models and four twins. Reims Aviation no longer exists, but thousands of Reims aircraft continue to ply the skies over Europe and around the world. j

SPECIFICATIONS AND PERFORMANCE

Foxcraft 1 - Cessna F172

Specifications

Length: 27 ft 2 in (8.28 m)

Wingspan: 36 ft 1 in (11.00 m)

Height: 8 ft 11 in (2.72 m)

Wing area: 174 sq ft (16.2 m2)

Aspect ratio: 7,32

Aerofoil: Modified NACA 2412

Empty weight: 1,691 lb (767 kg)

Gross weight: 2,450 lb (1,111 kg)

Fuel capacity: 52 US gal (200 L)

Powerplant: Continental IO-360 210 hp @2800 rpm

Propellers: 2-bladed metal, constant speed

Performance

Cruise speed: 122 KTAS (226 km/h)

Stall speed: 47 KTAS (87 km/h)

Never exceed speed: 163 KIAS (302 km/h)

Range: 696 nm (1,289 km) with 45 min res.

Service ceiling: 13,500 ft (4,100 m)

Rate of climb: 721 ft/min (3.66 m/s)

Wing loading: 14.1 lb/sq ft (68.6 kg/m2)

"The best value 4-seater on the market!"

As reviewed in this month’s flight test – we present for sale the fabulous: Cessna Reims Rocket (Foxcraft X390).

Effectively new in 2016, it has just 380 hours on the airframe. Like new inside and out!

Avionics:

• Dynon EFIS,

• Garmin radio

• Dynon auto-pilot

• iPad for navigation

• Lightspeed headsets x2

The engine is the smooth and powerful Continental IO 360K – also with just 380 hrs. with a McCauley Constant Speed prop: also 380 hrs.

Also included:

• Bubble side window

• 2x extra headsets

• Petit airfield, Hangar 10

• 500lt bowser trailer

• Aircraft cover

QUOTE OF THE MONTH

This month’s Quote of the Month is just one word –Enshittified.

This new word has emerged to describe when artificial intelligence is expected to run sophisticated systems – and it doesn’t work as expected.

Thus a report says, “Artificial Intelligence has enshittified the F-35.

BOOKS

by Peter Garrison

The AI demonstrated impeded, rather than facilitated, effective maintenance operations,” a recently revealed government report about the F-35’s many failings said.

SARATOGA GO-AROUND

Aircraft Registration: ZS-PHF

Date of Accident: 5 October 2004

Time of Accident: 1425Z

Type of Aircraft PIPER: 32-300

Type of Operation: Private

Pilot-in-command License Type: Private Age: 57

License Valid: Yes

• This discussion is to promote safety and not to establish liability.

• CAA’s report contains padding and repetition, so in the interest of clarity, I have paraphrased extensively.

Synopsis:

THE PILOT AND HIS WIFE flew from Klerksdorp to their farm near Baines Drift.

PIC Total Flying Hours: 808 Hours on Type: 209

Last point of departure Klerksdorp: (FAKD)

Intended landing: Farm Cookham near Baines Drift

Location of accident: Runway 24 Cookham

Met: pilot reported Wind:060°/15kt, 40°C

POB: 1+1

Injured: 0

Killed: 0

He joined the circuit and looked for dust to give the wind direction but saw nothing. The windsock appeared to be hanging down and he presumed the wind was calm.

He started his approach for Runway 24 with 15° flap at 90kt. He was too high so he selected 30° flaps and reduced his speed to 85kt. He selected 45° flaps before crossing the threshold.

The aircraft ballooned approximately 200m and drifted to the left without touching down.

The pilot then retracted the flaps to 15° and applied full power, attempting a go-around. He was unsuccessful and the aircraft impacted the trees at the end of the runway and skidded approximately 50-60 metres before stopping

The pilot and passenger sustained no injuries. The aircraft was extensively damaged.

This is a runway in PNG. It’s terrifying because terrain makes a go-around impossible. Generally, a go-around is an excellent back door to recover from a poor approach or landing.

The last MPI was certified on 16 April 2004 at 3093.00 airframe hours. However the aircraft was not been released into service by the AMO due to the propeller blades being out of limits.

Probable Cause

The pilot applied the incorrect approach technique by being too high and fast. He drifted

too far along the runway before initiating a go-around, by which time he was too slow. He applied the incorrect go-around procedure by retracting the flaps before applying power.

JIM’S COMMENTS

I HAVE A MEAN spirit when looking at accidents. When a pilot takes a serviceable aeroplane out of the hangar and reduces it to a smoldering wreck, statistically there is a greater chance that he did something wrong than there was a mechanical failure.

The NTSB says that …the pilot [is] listed as at least partially responsible in as high as 83 percent of all reported accidents

This means pilots are probably guilty unless proved otherwise. A pretty horrifying thought, I admit.

However there are significant grey areas. Aircraft crashes after hitting a bird. Hardly the pilot’s fault. How about: Aircraft crashes after hitting a bird while low-flying over a water-bird sanctuary?

Or: Light aircraft crashes after being struck by lightning. And: light aircraft crashes while flying too close to a thunderstorm and being struck by lightning

The NTSB also separates the primary and secondary causes of accidents – which exposes even more grey areas. How about this? Drunk

Image- G. Sykes

If you are too high and too fast - decide early to go around and practice it.

pilot crashes while trying to land in poor visibility Is his drunkenness a primary or secondary cause of the accident. And why was he drunk? Was it a one-off bender after his house burned down – or was he an alcoholic who was therefore suffering from a disease over which he had no control. Did this affect his judgement of when he was safe to fly?

Far too many grey areas.

Let me tell you a story about this.

A taxi driver was taking two pilots to Chek Lap Kok airport in Hong Kong one night when he realised they were dangerously drunk. He phoned ATC and reported this, saying that they were too pissed to fly. This put ATC in a difficult position. Should they take the judgement of an unknown person as the basis for denying takeoff to a 747 freighter?

Anyhow when the aircraft called for taxi, the guys in the tower could hear the slurred words and shoddy procedures, and told the crew to shut down as they would get no clearances.

The crew ignored this, taxied to runway 25 and opened the taps. Thankfully they got it wrong and finished the day up to their axles in mud and tears.

When the issue wound up under the critical eye of the law, the first-officer, who was less drunk than the captain, carried the can. The board found the accident was primarily his fault for allowing the puking and staggering captain to get behind the controls.

Please understand that there is no mention of alcohol in this Saratoga accident. The story is just to show the problems of allocating responsibility.

But we are still left with the uncontroversial fact that the act of pulling an aircraft out of the hangar and starting the engine with the intention of flying means it’s likely to be your fault if it crashes.

Not my opinion – that’s what the stats say. So excuse me if I go through the report looking for things the pilot did wrong.

This accident started when the pilot took off in an aircraft that he was flying illegally. Remember the prop was out of spec and the aircraft was officially grounded six months earlier.

Then we have a common error of judgement - which anyone can make – he started his descent too late, and didn’t descend quickly enough. We discussed this a couple of months ago under Right Seat Rules. With more than

200 hours on type he should have got it right –but it’s not the end of the world.

Next the pilot says the windsock ‘appeared to be hanging down’. Hmmmm it’s possible that it had blown against the post – but unlikely.

Then, still too hot and high, he gets himself on final approach for runway 24 with a 15 knot tailwind. This is very nasty – he will land 30 kts faster than he should. And the strip is only 800 m long.

But it gets much worse. His approach is at 90 knots while the POH calls for 78 knots at gross weight with full flap. However he is only two up, and has burned off a couple of hours’ worth of fuel, 68 knots over the fence would have been about right. This means he is 40 knots too fast (30 knots + 10 knots).

To give this some perspective – he is going 74 kmh faster than he should.

The report doesn’t give the field elevation – but it appears to be around 2500 ft which would give a density altitude about 6000 ft. This means that even the mighty six cylinder Lycoming can’t work miracles.

So far, apart from the prop business, he is only guilty of sloppy flying and poor judgement – we have all been there – no real crimes. He is about to commit two unforgivable, deliberate acts that every pilot of his experience knows damn well are dangerous.

1. He can see things going wrong and does nothing about it until it’s too late.

2. At the last minute he decides to do a go-around but cocks it up. If he had done it right, that aircraft would have climbed away comfortably.

He should have smoothly taken full power and levelled the nose – using enough right rudder to keep straight. You need almost full rudder to keep a powerful aircraft straight, when using full power at low airspeed.

The report doesn’t say that the aircraft crashed to the left of the centerline – but I will bet a Bells that it did. Pretty well every go-around crash is to the left of the centerline.

But I am getting distracted by the rudder thing. An equally disastrous crime is that he raised the flap and dumped lift before taking full power.

A botched go-around will usually crash to the left of the runway.

Is the pilot to blame for his hopeless attempt at a go-around? I really don’t know. Perhaps it’s the system, or a lazy instructor who trained him or did his renewal test.

A go-around is more of a mind-set than anything. Here’s how to make sure you don’t crash when landing. When you are on to your final approach and confirmed you have the vegetables (three greens) say to yourself – out loud if you are solo – and to your pax if you have any:

If I am not happy at any stage I will do a go-around. I will:

• Smoothly take full power and enough right rudder to keep straight

• Keep the nose level until I have sufficient

Take Home Stuff

• Make sure the paperwork confirms the aircraft is legal to fly. Apart from the physical danger of flying illegally, the insurance company in this case may well have repudiated the claim. And that’s just for the wreck – imagine if you killed people while flying illegally.

• Plan your descent to get you to into the circuit at 1000 ft agl, and within the flap limiting speed.

• Even a light wind makes a big difference between a safe landing and a broken aeroplane.

• Approach at the correct airspeed for the conditions. Most landing accidents and broken nosewheels are caused by coming in too fast. Remember the book figure is

Landing at your favourite backcountry destination just got easier... This Festive Season, where will your Sling take you?

OPERATING FROM GRAND CENTRAL Airport in Midrand, Superior Pilot Services prides itself in its wealth of knowledge and experience in the aviation sector, offering a variety of certified courses, from the Private Pilot’s Licence to the Airline Transport Pilot Licence, Instructor’s Ratings and Advanced training. The school specialises in personal outcome-based training and combines the latest techniques, methods and training aids to maintain a high level and standard throughout. Superior is proud to have been selected as a service provider to numerous institutions like, TETA, Ekurhuleni Municipality, KZN Premiers office, SAA, SA Express and SACAA cadets, however their ideally situated location allows the general aviator and businessman to conveniently access and utilize the same services.

With highly trained and qualified instructors and a fleet of Cessna 172s, a Cessna 182, Sling 2, Piper Arrow, Piper Twin Comanche and R44 helicopter, the school has the know-how and experience to prepare the best pilots in the industry. Making use of a state-of-the-art ALSIM Flight Training Simulator, the Superior Aviation Academy offers unmatched facilities that ensure students’ social needs are catered for and that the training offered is at the forefront of international training standards. The Alsim ALX flight simulator model provided by Superior Pilot Services is EASA and FAA approved and has proven itself worldwide. It provides up to four classes of aircraft and six flight models that cater from ab-initio all the way to jet orientation programmes in one single unit available 24/7.

The school offers a range of advanced courses, including IF Refresher Courses, Airborne Collision Avoidance System (ACAS), GNSS/RNAV, CRM and Multi Crew Coordination (MCC) conducted by its qualified instructors. The school also offers PPL and CPL Ground School and Restricted and General Radio Courses. Superior Pilot Services has accommodation available. The lodge is conveniently located just six kilometres from the airport. All rooms are based on a bachelor’s unit which includes laundry and room cleaning services as well as breakfast. Students have access to the communal lounge, gym and entertainment room, pool and ‘braai’ area.

(ATO

SLING H2 –

HYDROGEN FLIGHT

A team of aeronautical students and their lecturers in Switzerland are building a Sling High Wing with hydrogen propulsion.

THEIR EARLIER E-SLING project has evolved into the Cellsius Aero. Their goal is to enable sustainable aviation by being the first student team to build an aircraft powered by hydrogen. They are using the Sling High Wing and hope to achieve performance of:

• 2 hours of cruising flight.

• 200 km range

• A hydrogen aircraft that does not emit CO².

In-house developments of components enable them to achieve the highest compatibility and the lowest possible weight – two crucial factors in maximising the efficiency and range of the aircraft.

At the same time, they are committed to the highest safety standards. Every component, from the inverter to the modular battery, has been intensively tested to meet the demanding requirements of aviation.

The Sling H2 team.

The System:

Their innovative drive train is made up of numerous technical sub-modules that must work together seamlessly. These individual components include:

A new drive is installed in the Sling High Wing aircraft kit. To ensure that it fits perfectly, modifications were made to the airframe. The drive train is specifically tailored to the airframe.

The Fuel Cell System: The heart of their drive train is a hydrogen fuel cell with 92 kW of power. It supplies the energy needed from hydrogen. In order to operate the fuel cell under all environmental conditions, various components are needed to regulate pressure, temperature and humidity.

The Hydrogen Tank System: Gaseous hydrogen is carried on board the aircraft in several tanks at 700 bar. This allows them to achieve a flight time of two hours.

The Buffer Battery: To absorb power peaks during take-off or a go-around, they will install a modular battery system with a total capacity of 5.8 kW. The batteries are liquid-cooled and can be recharged by the fuel cell during flight.

The Motor: An efficient and powerful radial flux electric motor has been developed that is optimally tailored to their requirements.

Power Electronics: To operate the AC motor with batteries and a fuel cell, a power converter is required. They developed this to suit their motor and their requirements.

Specifications:

• Power Electronics: DC/DC efficiency: 95%

• Inverter efficiency: 98%

• Liquid cooling

The Battery:

• Capacity: 5.8 kW

• Continuous power: 35 kW

• Voltage: 756 V

The Motor and Fuel Cell:

• Power: 105 kW

The Pressure Tank:

• Tank weight: 45 kg each

• Pressure: 700 bar

• Capacity: 2 kg each

j

The Sling H2 schematic.

ZS-SXD, an Airbus A340-313E is back flying for SAA - still in its Olympic colours.

OCTOBER 2024

The end of the year is fast approaching and so spare a thought for airline staff as this is one of the busiest times for them!

OCTOBER WAS RATHER QUIET with 10 register additions and six deletions. Our local airlines continue to show growth with Airlink, Safair and SAA all adding new aircraft to their fleet just ahead of the busy summer season.

Airlink added yet another Embraer 190, ZS-YZF, to its fleet. This is a very early model 190, the 41st of the type manufactured. The jet was delivered to OR Tambo on 4 September, still in the basic livery of its former operator Aeromexico Connect, with the registration N241NA. It arrived in South Africa after a ferry flight that started at Tucson in the USA on 31 August and routed via Marana, Goose Bay, Reykjavik, Casablanca, Accra and finally South Africa.

The jet was delivered new to Air Canada in August 2006 and served with the carrier until joining Delta Airlines’ fleet in September for a one-year stint. Nordic Aviation Capital then acquired the jet and leased it to Aerolitoral for

operation by Aeroméxico Connect from May 2017 till April 2024.

The second winglet-equipped Airbus A320 to join SAA’s fleet is ZS-SZG. The plane was delivered to OR Tambo on 25 September with the Guernsey ferry registration 2-CALC. The jet was delivered to Jetstar Pacific/Pacific Airlines in January 2018 and operated for this Vietnamese carrier until the airline’s closure in early 2020. It now gets a new lease of life flying for our national carrier as part of their growing fleet.

Finally, Safair adds another former Comair Boeing 737-8LD, ZS-ZWG to its fleet. This plane recently returned from a maintenance check in Ecuador and has reverted to its former South African registration.

The fourth addition is the new Challenger 350, ZS-AKF (21023), delivered to South Africa on 1 October. This is the second time that this registration is allocated to this type and this jet is also managed by Fireblade Aviation, so I think

ABOVE: ZS-SXI is an Airbus A330-343, now making a welcome return to the SAA fleet.

BELOW: ZU-VEN, an ICP SrL Ventura 4, has been exported to Kenya.

ABOVE: ZU-MFA a Sling 2 on its delivery flight to Morningstar Cape Town.

BELOW: Beech A36 Bonanza ZS-JLM was seen in Reykjavik while being exported to the USA.

it is a safe assumption that this jet is owned by the same entity as the previous such registered Challenger 350, ZS-AKF (20870).

Four helicopters are registered this month: Two Robinsons, a model R22 Beta and R44 Raven II join the big local fleet of these popular types, although the R44 has for some time now surpassed the R22’s popularity as a training platform.

A single Airbus Helicopters H125 has also been delivered. The last helicopter is a Sikorsky S-76C++, ZT-RET. This helicopter is imported from Canada where it flew as C-GZDY with a six-seat VIP interior. It is not known who the local operator will be but this is the second of these helicopters to be imported into South Africa this year.

Two Non-Type Certified planes are registered this month. A sole example of the very popular Sling 2 is added and the other is a homebuilt Rand Robinson KR-2S kitplane. This is a single engine low wing design that was very popular in the 1970s utilising wood, foam and fibreglass composite construction.

Deletions

Turning to the deletions, we see yet another of the Russia-bound corporate jets leaving the ZS- register after a short sojourn. This time it’s a Challenger 850 ZS-TJA that is now finally registered to its Russian owner!

A former Comair Boeing 737-8LD, ZS-ZWH, was cancelled as exported to the USA as N209TS, but this is a temporary registration while the plane goes for a check in South America, just like its sistership ZS-ZWG before it. The jet ferried to Latacunga Cotopaxi International Airport in Ecuador on 30 October routing via Windhoek and Recife. On its return, it will be operated by Safair.

Only a single NTC plane, an ICP Ventura 4 ZU-VEN has been cancelled as exported to Kenya. This is a four-seat high wing design derivative of the popular two-seat Savannah Aircraft Africa Savannah.

Thanks to one of our readers, SA Flyer can report on the reason for the deletion “due to an accident” of the Cessna 182L ZS-FIX, recoded in last month’s register updates. The aircraft had an accident on 8 June this year while flying in the southern DRC. Fortunately the pilot and passenger escaped without injuries but the aircraft was scrapped after being deemed ‘damaged beyond economical repair’ as the wreckage could not be recovered due to “safety and security challenges in the area”.

a new lease of life

A Cessna 441 ZS-PMC has been exported to Suriname although I suspect it may rather be San Marino as a Cessna 441, T7-PMC, was noted at Wonderboom Airport recently. Surinam’s registration prefix is PZ-, while San Marino is T7- so perhaps some ‘finger trouble’, unless the plane will be based in Surinam but on the San Marino registry?

A well known Extra 300L ZS-BDE is exported to the USA. This aerobatic plane has been based in South Africa and now departs to its new home in the States.

The final type-certified registration deletion is a Piper Tripacer, ZS-ACZ, that has been deleted as ‘scrapped’.

In closing, I include a few updates of local aircraft that have not featured in the SACAA-supplied register updates…

Beechcraft Bonanza N366Z (E-769) – the former ZS-JLM - was noted departing Reykjavik on 24 October on ferry to its new owners in the USA. Sling Aircraft also delivered a brand new Sling 2, TL-LAB, to its new owners, African Parks in the Central African Republic. The plane was recently delivered to its new home after an epic 10 day ferry flight from their headquarters at Tedderfield Airpark.

SAA has had a busy time expanding its fleet. Airbus A340-313 ZS-SXD(643), still in its Olympics 2012 livery, has resumed scheduled flights after a prolonged maintenance period following it being withdrawn from service in 2020.

A former Qatar Airways A320-232, A7-AHF (4496), was repainted in SAA livery at Shannon in Ireland and noted with the registration ZS-SZN taped over on 14 November. This 14 year old jet was expected to depart Shannon on 15

ABOVE: TC-SOB was one of SunExpress's Boeing 737-800 damp-leased to SAA with a hybrid livery.

BELOW: Well known Extra 300L, ZS-BDE has been exported to the USA.

November and will no doubt be in South Africa by the time you read this column.

A recent post on a Facebook page also mentioned that SAA would return to service two of their former Airbus A330-343s, ZS-SXI (1745) and ZS-SXK (1757). These two aircraft were, until recently, operated by the privately owned Saudi carrier Flynas as HZ-NE22 and HZ-NE23 respectively, but in mid-November both of these planes were still in Istanbul.

Four Boeing 737-800s with registrations TC-SOC (61333), TC-SOD (61176), TC-SOE (61177) and TC-SPN (60175) are also again being damp-leased by the carrier from Turkey’s SunExpress. By mid-November two of these jets had been delivered. TC-SOC arrived at OR Tambo on 27 October and TC-SOE arrived on 9 November; both entered service a day or two after their arrival.

ORYX MEDICAL EVACUATION MISSION

ON SUNDAY, 10 NOVEMBER, a 22 Squadron

SAAF Oryx helicopter was mobilised for a critical offshore medical evacuation mission. A German tourist had encountered a sudden medical emergency while aboard a cruise liner off Cape Agulhas.

The SAAF said, “The coordination and rapid response of the SAAF personnel ensured that the necessary preparations were made promptly to facilitate the safe and efficient evacuation of the individual in need. The helicopter’s crew exemplified the dedication and professionalism required in such high-stakes operations. The mission underscored the vital role that the SAAF play in safeguarding lives and providing timely assistance to those in distress, especially in remote or challenging environments such as offshore locations.”

The SAAF Oryx, along with three NSRI ASR (Airborne Sea Rescue) rescue swimmers and a WC Government Health EMS rescue paramedic, met with the ship 20 nautical miles off the coast of Cape Agulhas. On arrival at the vessel, an NSRI ASR rescue swimmer and the EMS rescue paramedic were hoisted onto the vessel.

The ship’s medical team safely secured the patient before transferring him onto a stretcher. Subsequently, the patient, age 72, who was in critical condition, was lifted into the helicopter along with the two rescue crew members. The patient was transported by air to Ysterplaat Air Force Base, where ER24 ambulance services, Life Healthcare response paramedics, and Taurus Medical were awaiting the patient’s arrival.

A German tourist being evacuated off a cruise liner off Cape Aughulas by a 22 Squadron Oryx.

• Now certified for TCAS training.

• RNAV and GNSS Certified on all flight models from single engine to turbine.

AERONAV ACADEMY FUEL TABLE

Baragwanath - FASY

R34,00

Beaufort West - FABW R29,30 R 23,10

Bloemfontein - FABL R33,04 R18,74

Brakpan - FABB R33,80

Brits - FABS R28,30

Cape Town - FACT R33,93 R19,96

Baragwanath - FASY

Beaufort West - FABW

Bloemfontein - FABL

R29,00

R30,20 R 23,30

R33,04 R18,74

Brakpan - FABB R33,80

Brits - FABS

R27,60

Cape Town - FACT R33,93 R19,96

Cape Winelands - FAWN R33,00 Cape Winelands - FAWN

Eagle's Creek R29,50 Eagle's Creek R29,50

East London - FAEL R35,70 R18,93 East London - FAEL R34,74 R18,05

Ermelo - FAEO R29,79 R24,73

Gariep Dam - FAHV R29,50 R20,00

George - FAGG

R35,77 R18,94

Grand Central - FAGC R32,49 R20,99

Heidelberg - FAHG R28,90 R20,30

Ermelo - FAEO R29,79 R24,73

Gariep Dam - FAHV

George - FAGG

R29,50 R20,00

R35,77 R18,94

Grand Central - FAGC R32,49 R20,99

Hoedspruit Civil - FAHT NO FUEL NO FUEL Hoedspruit Civil - FAHT NO FUEL NO FUEL

Klerksdorp - FAKD

Kroondal / Airspan R26,93 R18,02 Kroondal / Airspan

R18,47 Kroonstad - FAKS R31,63 Kroonstad - FAKS

Kruger Mpumalanga Intl -FAKN R35,15 R26,30 Kruger Mpumalanga Intl -FAKN R35,15 R26,30 Krugersdorp - FAKR R29,00 Krugersdorp - FAKR

Lanseria - FALA R32,32 R20,93 Lanseria - FALA

Middelburg - FAMB R29,50 R20,50 Middelburg - FAMB R29,50 R20,50 Morningstar R29,95 Morningstar R29,95 Mosselbay - FAMO R35,50 R27,00 Mosselbay - FAMO R34,50 R27,00

Nelspruit - FANS R32,26 R23,00 Nelspruit - FANS R32,26 R23,00

Oudtshoorn - FAOH R33,05 R23,10

Parys - FAPY R27,51 R18,60

Pietermaritzburg - FAPM R29,90 R23,00

Oudtshoorn - FAOH R33,10 R23,05

Parys - FAPY R25,92 R19,04

Pietermaritzburg - FAPM

Plettenberg Bay - FAPG NO FUEL NO FUEL Plettenberg Bay - FAPG NO FUEL NO FUEL

Port Alfred - FAPA R33,50

Port Elizabeth - FAPE R35,08 R22,08

Potchefstroom - FAPS R26,93 R18,02

Rand - FAGM R33,50 R23,50

Robertson - FARS R31,90

Rustenburg - FARG R30,00 R21,95

Secunda - FASC R29,33 R21,28

Skeerpoort *Customer to collect R24,69 R15,78

Springbok - FASB R29,50 R23,50

Springs - FASI R37,25

Stellenbosch - FASH R35,00

Swellendam - FASX R30,70 R23,00

Tempe - FATP R29,16 R19,86

Thabazimbi - FATI R27,43 R19,30

Upington - FAUP R36,62 R24,76

Port Alfred - FAPA R33,50

Port Elizabeth - FAPE R32,09 R20,64

Potchefstroom - FAPS

Rand - FAGM

Robertson - FARS

Rustenburg - FARG

Secunda - FASC

R25,34 R18,47

R33,50 R23,50

R31,90

R29,50 R22,65

R29,33 R21,28

Skeerpoort *Customer to collect R23,10 R16,22

Springbok - FASB

Springs - FASI

Stellenbosch - FASH

Swellendam - FASX

Tempe - FATP

Thabazimbi - FATI

R29,50 R23,50

R37,25

R33,00

R30,70 R23,00

R29,16 R19,86

R25,84 R18,97

Upington - FAUP R36,62 R24,76

Virginia - FAVG R32,09 R20,64 Virginia - FAVG R30,94 R20,64

Vryburg - FAVB R28,09 R18,78

Story and Pictures Bryan Berkeljon

FLYING AROUND THE KZN AIRFIELDS

In less time than it takes to drive from one side of Johannesburg to the other, you can fly to beautiful KZN to experience amazing scenery and some fantastic airfields and hospitality.

Nothing beats an evening flight with the sun setting behind the Drakensberg.

HAVING ATTENDED both Middleburg and Airspan EAA fly-ins, and enjoyed the fellowship of our EAA community, I have put together a list of venues in southern KZN to share these gems with flyers who may not know of these fields.

All of the fields are a short hop from each other and could easily be visited on a whistlestop tour, or more leisurely with overnight stops planned to take in local attractions and the great accommodation available.

This list is not the definitive information, merely a guide to what is available. Naturally, planning and verifying the information is the pilot’s responsibility as things can, and do change. Easy Plan, Sky demon, OzRunway’s pilot notes and other resources can be helpful, but a call to the owner/operator of the field will always be the most reliable source for the condition of a particular airfield.

and everything beyond is socked-in. The airfield is directly opposite the N3 from the Harrismith municipal runway which is no longer usable as it has been a victim to urban creep. AeroFarm is owned and operated by the Pollocks. A call to Gareth will ensure that someone is available for fuel and to open the clubhouse for the loo and a coffee. Gareth Pollock; 082 497 0773

2 - Ladysmith FALY; 11/29 3548’

Asphalt runway 2.5 NM SW of Ladysmith town, another option for en-route/ weather stop. The Ladysmith Motel is on the airfield, and Avgas available on arrangement.

Larry Van Der Merwe; 083 788 2704

3 - El Mirrador FALQ;

06/24 4200’

1 - AeroFarm Harrismith; 18/36 5580’

While not a KZN field, this is a great en-route stop for fuel and a leg stretch, and a bolt hole if the weather has pushed up to the escarpment

800 M grass strip 21 NM W of Estcourt. A well established and popular destination for access to the central Drakensberg resorts. There are various restaurants on the field, as well as a chocolate shop, craft beer and the village bakery at the bottom end of the runway. The approach

The KZN airfields have many idyllic grass runways This is EAA 1502 Baynesfield.

The start of a perfect day.

Few of these airfields have fuel and most are by prior arrangement. This is Aero Farm

which has fuel in working hours.

Harrismith

A de Havilland Chipmunk outside its hangar on a farm strip.

for 24 is over tall trees, and the threshold is displaced to allow for the approach profile, the runway has a slope with high ground to the west, so land 24, take off 06.

Martin Scharff 083 627 9055. Hannes Scharff 082 551 2592

4 - Himeville 04/22 5100’

800 M grass strip NW of the village. Slight slope, typically 22 landing, ridge to the west of the field. Well maintained runway, within walking distance to coffeeshops and accommodation in Himeville village. The “gateway” to the Southern Drakensberg, Sani pass tours, trail running, mountain biking, bird watching, trout fishing and many other activities. From Himeville, there are numerous private strips, Utopia Gliding club, Naverone at Drakensberg Gardens, or simply enjoy the spectacular mountains and valleys. There are airspace restrictions, as KZN Ezimvelo boundaries has the entire escarpment charted as an FAR, so flying close to the berg is not possible, or advisable, local winds and rapidly rising terrain mitigate against proximity flying to the mountains.

river rafting / tubing in summer, mountain bike/ walking trails just a short distance away.

It is possible to land at Himeville and be transported to Meadow Lane by car, a short 15 km drive beyond Underberg.

Scott Williams; 082 433 3506. Lesley Williams; 082 568 5243. www.meadowlane.co.za

6 - Richmond (McKenzie’s) 11/29 2750’

Grass runway 1100 m, good condition. A popular breakfast / lunch destination, the Hangar Café on the field is open Wednesday to Friday 08:30-2:00, Saturday 8:30-12:00 , serving delicious meals and coffee. A short hop to Pietermaritzburg (FAPM) makes it a handy alternate. Runway 11 preferred runway for take-off. Runway can be slippery if wet. Hangarage sometimes available, phone ahead if needed.

spectacular mountains and valleys

Jayson Van Schalkwyk; 082 322 5722. Bryan Berkeljon; 076 498 4694. Ian Crouch; 084 580 5933

5 - Meadow Lane; 01/19 5335’

Grass runway 430 m, sloped. Microlight / STOL performance aircraft only. On the top of a ridge, this runway is typically for microlights/ gyrocopters and bush plane OP’s. No RVs or similar! 5 self-catering cottages, bass dam,

Stuart McKenzie: 082 558 790. Sandy McKenzie: 083 228 7677 (Hangar Café’)

7 - EAA 1502 Baynesfield 2772’

800 m 06/24. Tucked between Richmond and Pietermaritzburg (FAPM), Baynesfied Estate is the home of chapter 1502. A neat clubhouse and member hangars are at the eastern end of the runway.

The 27 approach is over tall trees on the very end of the runway, and powerlines to the north and east. Baynesfied Estate is withing walking distance, a working farm with vintage museums, historic buildings and exhibits. There are numerous events throughout the year with local crafts, vintage tractor and machinery displays,

The airfields welcome children for a fun family day. This is Umkomaas Airfield.

food stalls and open gardens. EAA 1502 often organises a fly-in with these events, a great opportunity to meet fellow EAAers and enjoy a family day out.

Jayson van Schalkwyk; 082 322 5722. Alan Lorimer: 083 777 1935. www.baynesfield.co.za

small silver fish in vast shoals between May and July- a spectacular natural event, with much excitement around finding the unpredictable movements of the fish and pursuing predators!

Noel McDonnagh 072 117 5130; noel@wowflight.co.za

8 - Umkomaas Airfield 700’ amsl

700 m 04/22 700’ amsl 1500’ circuits to the West. Situated 3.2 nm inland from the coastline, Umkomaas airfield is the base for Noel McDonnagh’s World of Wings Flight School. A great strip and well positioned to take off for scenic flights along the Southern KZN coastline or take a microlight flight with Noel and enjoy a different perspective from above. Schools of dolphin and whales are often spotted in the winter season from June to August. The sardine run is an annual migration of millions of the

Remember

The KZN weather has taken its share of VMC into IMC accidents and is notorious for its sudden changes, especially in the summer. Briefly, the warm moist air off the Mozambique current is pushed up against a series of ridges from the coastline to the Drakensberg at 11,000’, in just 100 nm.

The moist maritime air flowing inland is pushed up by the terrain, expands, cools and condenses

ABOVE: Getting there in a vintage aircraft is half the fun and the distances are not taxing. BELOW: You don't need to fly a STOL taildragger - but it helps.

The Bearhawk Patrol at Utopia Airfield.

on the peaks and ridges, and is not the ideal environment to be VFR in any aircraft. The midlands / Greytown area have a reputation for “going claggers” as the cloud base sits stubbornly on the Karkloof and Hilton ridges. There are many high time VFR pilots in KZN, and it can be done safely, with but knowledge, caution and the maturity to know when to quit.

When planning a trip to KZN, take extra time to look at the forecasts and understand the patterns which cause the weather to deteriorate very quickly. Generally, autumn / early winter offers the most stable weather. From mid-June through to late August, the Berg (westerly) winds can make for a bumpy crossing of the escarpment. With that said, the province has spectacular scenery, and an active flying community.

has spectacular scenery

Courtesy among pilots has always been a hallmark of aviation, and you will find the people at fields you visit happy to have you and they will suggest local knowledge and tips to make the most of your stay. The airfields here is only a small selection, there are many more fields dotted around the north and south coasts and midlands, and the controlled airports of Pietermaritzburg and Virginia.

I encourage you to explore what KZN has to offer, you will not be disappointed. j

VAN CELEBRATES HIS 85TH BIRTHDAY

RICHARD “DICK” VAN GRUNSVEN celebrated his 85th birthday by flying the RV-15X. This event was a celebration of decades of passion, innovation, and dedication to aviation.

As he climbed into the cockpit, it was evident that Van was still full of enthusiasm and energy that belied his years.

Vans aircraft says, “The RV-15X, with its innovative features and advanced engineering, reflects Van’s lifelong commitment to pushing the boundaries of what is possible in the world of light aircraft. As he prepared for takeoff, the excitement in the air was palpable, not just for the test flight itself but for the legacy of aviation that Van has contributed to over the years.”

“From the beginning, the RV-15X’s performance has been very good. However, we’ve continued to work hard to achieve the control response and harmony expected from an ‘RV.’

“We’re very happy with it now, though we continue to make minor improvements. One definition of ‘Flying like an RV’ is that it comes close to being an extension of your thoughts. For a backcountry aeroplane, this does not mean that it flies like an RV-8, but rather that it responds naturally and quickly to pilot control commands. We’re confident that you will like the RV-15. Now that we have refined the configuration details, we are moving on to the next phase of structural refinement and kit development.”

As Vans advances to the subsequent phases of development, they undertake to continue to provide regular updates on the RV-15. Vans says “the RV-15 remains a primary focus for Van’s Aircraft as we accelerate the pace of this exciting project.”

Richard van Grunsvegen celebrated his 85th brirthday with a flight in the RV-15X.

HELICOPTER SERVICES

SUPPORTING LAW  ENFORCEMENT IS   CRITICAL MISSION

With surveillance and crime-fighting equipment vital to operations, our versatile range of helicopters perform a multitude of critical missions. Supporting law enforcement teams, who in turn support communities, Airbus proudly delivers cutting edge flight technologies that help keep the world a safer place.

Text and Images: Laura McDermid

AERO CLUB OF SOUTH AFRICA AWARDS: 2024

General aviation is a dynamic and multifaceted pursuit that celebrates the freedom and exhilaration of flight.

From piloting aeroplanes and helicopters to soaring with eagles in a glider, it offers a rich tapestry of experiences.

THIS DIVERSITY—spanning scenic balloon flights over Hartbeespoort Dam, the freedom of paragliding, the precision of aerobatics, and the adventure of crosscountry navigation —ensures that there is something to captivate every aviation enthusiast, keeping the skies endlessly inspiring and rewarding.

Over the years, the Aero Club of South Africa and allied associations have been instrumental in promoting recreational aviation and supporting amateur-built aircraft in many ways.

Once a year, the Aeroclub acknowledges the efforts of pilots and members who have contributed to promoting sport aviation and celebrates the remarkable achievements of those who have taken flying to new heights.

Incredible skill, innovation, bravery, or exceptional lifetime dedication to promoting

Neil Bowden was the guest speaker and recipient of the Lifetime Achievement Awards.

Stalwart Rob Jonkers received a Gold Wings award for his incredible contribution to general aviation.

Kerry Puzey accepts the Youth and Development Certificate on behalf of daughter Tyla.

SA Eagle Trophy Most meritorious achievement at an International Event was awarded to Phillip Jonker.

Gold Wings Winner Peter Wallenda.

a cause are recognized and rewarded. By honouring technical mastery and aircraft design, they celebrate individual excellence and acknowledge businesses that have achieved groundbreaking accomplishments.

The event at The Boma at the Birchwood Conference Centre began with a warm welcome from the Master of Ceremonies, David le Roux from PilotInsure, who took to the stage to open the proceedings and introduce Vice President of The Aeroclub, Goitse Diale, who is set to assume the Chairmanship next year.

Goitse delivered a heartfelt and inspiring speech, highlighting the rich history and significance of the event while emphasizing the Aeroclub’s unwavering commitment to the growth, upliftment, and advancement of general aviation in South Africa.

PGS Trophy Manufacture or Design in South Africa’s Recreational Aviation was awarded to Jonker Sailplanes.

Andrew and James Pitman of Sling Aircraft received a special recognition award.

Feasting ensued with a delicious selection of entrées, after which the award ceremony began.

SASCOC National Protea Colours were awarded to the incredible Jonker Sailplanes team for their achievements at the 37th and 38th World Gliding Championships held in Narromine, Australia in 2023 and Uvalde, Texas in 2024 respectively.

Colours were also awarded to South African teams who participated in the 13th FAI Junior World Gliding Championship, 10th FAI World Canopy Piloting Championships, 4th FAI World Canopy Piloting Championships, and the FAI World Drone Racing Championships.

I am proud to be part of this remarkable community

SAPFA President’s Trophy Air Race Winners were awarded to Eric Addison and Johan van Zyl. First held in 1937, PTAR has evolved into a two-day handicap race, aiming to fly as fast as possible around a given course. Held annually, it is one of the most prestigious events on the South African aviation calendar.

SAMAA Junior Member of the Year was awarded to Ray Grobbelaar, a 10-yearold aeromodelling pilot who has already demonstrated impressive skills in his first SAMAA Combined Nationals in 2024, securing third place in both the Basic Large-Scale Aerobatics and Sportsman Precision Aerobatics categories.

The SAPFA Rally awards went to Fanie Scholtz and Herman Haasbroek, the series winners in their unstoppable Sling 2 ZU-FZH.

SAMAA Senior Member of the Year went to father and son team Neil and Joshua Twomey.

The Boma in Boksburg was a befitting venue for this glamorous occasion.

SAMAA Club of the Year was awarded to Barnstormers Model Flying Club who completed all five categories for the Club of the Year award, showcasing their versatility and dedication to aeromodelling.

Special Recognition awards went to:

1. Longtime Aeroclub member Gawie Bestbier for his unwavering assistance and advice to the recreational and general aviation communities, particularly Aero Club members.

2. Walter Doubell, the Aeroclub Advocacy Officer, who has an astute ability to disseminate regulatory proposals.

3. Sling Aircraft for their creation and development of various Sling Aircraft over the past 18 years, establishing themselves as firm global market leaders in the LSA space.

4. Middelburg Aero Club for being the anchor of one the biggest annual general aviation events in South Africa.

The Youth and Development Certificate was awarded to newly qualified CPL pilot Tyla Puzey. Tyla’s vision to unite the youth in aviation led to the creation of the EAA Young Aviator’s programme, which focuses on supporting pilots starting their aviation journey by offering them development and growth opportunities within all spheres of aviation.

The Don Tilley Award for Safety in Aviation went to Nigel Musgrave for his unwavering dedication to aviation safety and participation at general aviation events. Nigel and his team have selflessly offered their time and expertise, keeping our skies and loved ones safe.

The Dennis Jankelow Trophy for Airmanship went to helicopter pilot Denzil Gertzen for his role in assisting fellow aviator Jeff Earle following a forced landing in Jeff’s Tiger Moth. After hearing the mayday call, Denzil was able to plot a line to Jeff’s approximate position thus locating him and organising support.

African Pilot Airshow of the Year 2024 was awarded to Lowveld, Stellenbosch, and Polokwane airshows respectively.

James Gilliland Trophy for the most meritorious feat over the past year went to Sven Olivier, Laurence Hardman, and John Coutts, who flew from Worcester to East London and Worcester to Margate in non-motorised gliders. A truly remarkable achievement.

The Airshow of the year award was won by the Nelspruit Airshow.

Winner of The Dennis Jankelow Trophy for Airmanship Denzil Gertzen.

SA Eagle Trophy: Most meritorious achievement at an International Event was awarded to Phillip Jonker (of Jonker Sailplanes) who at the tender age of 21 finished 5th overall in the 37th World Gliding Championships in 2023 and 4th Overall in the 13th Junior World Gliding Championships in Ostrow, Poland in July 2024.

PGS Trophy Manufacture or Design in South Africa’s Recreational Aviation was awarded to Jonker Sailplanes. Founded by brothers Uys and Attie Jonker in Potchefstroom, Jonker Sailplanes is a remarkable success story in the world of aviation. Renowned for their innovation, precision engineering, and exceptional performance, they have become a global leader in the design and manufacture of high-performance gliders. Their sailplanes are celebrated for pushing the boundaries of aerodynamics and technology, consistently excelling in international competitions, and setting numerous records.

Chairman of EAA 322 Neil Bowden with his lovely wife Carolyn.

Silver Wings: Exceptional service/project to further the Aeroclub of South Africa was awarded to Louis Stanford, chairman of SAHPA. Louis introduced various methods to improve safety and assist paragliders and hang-gliders, resulting in valuable and positive results for safety in recreational aviation.

Gold Wings

1. Fondly referred to as the ‘grandfather of paragliding’, Pete Wallenda has been instrumental in the advancement of paragliding as well as the manufacture of paragliders.

2. Mark Clulow has been the EAA of South Africa and EAA Chapter 322 Treasurer for over a decade during which time he kept a tight rein on the finances.

3. Rob Jonkers served on the Council of the Aeronautical Society of South Africa and has completed a 6-year term as chairman of the Aeroclub. Rob has been instrumental in shaping and guiding the recreational aviation industry through challenging times. His dedicated leadership has left an enduring legacy in the advancement of general aviation, paving the way for a new chapter under Goitse Diale’s guidance.

Lifetime Achievement Award

1. In recognition of his outstanding contributions to the field of recreational aviation photography, Athol Franz has been a dedicated visual storyteller, capturing the essence and spirit of countless aviation events. His work has been pivotal

in promoting and celebrating the achievements within the general aviation community.

2. Neil Bowden, chairman of EAA Chapter 322, has arranged 26 tours and camps at the EAA AirVenture at Oshkosh, the headquarters of EAA in the USA. Neil’s annual tours to ‘Kamp Plakkerfontein’ in Oshkosh have made it possible for thousands of South Africans to experience the magic of the largest aviation event in the world. In 2023,

Neil was awarded the Special Award at EAA USA, for his involvement in enhancing the international EAA fraternity. Neil’s tours have become an institution and an unmissable annual event. Neil was also instrumental in finding a permanent home for EAA 322 at the Rand Auditorium, where monthly meetings are held to encourage and enhance recreational aviation.

By acknowledging the above achievements, these awards encourage continuous innovation and excellence across the aviation sector. They serve as a reminder of the industry’s shared responsibility to uphold the highest standards of performance and safety while inspiring the next generation of aviation professionals, and I am proud to be part of this remarkable community.

Vice Chairman of EAA 322 Laura McDermid with husband Stuart. j

TRAINING SUPPLEMENT

AVIATION’S GOT THE CAREERS – BUT ARE YOU READY?

Now that Covid is receding into being a bad dream and the aviation industry is bouncing back strongly, the aviation press, blogs and websites are abuzz with predictions that we’re facing a massive skills shortage. The only way to address this is by dramatically ramping up training to ensure an ongoing flow of new professionals into the industry

Pilots may be the face of the airline industry .but there are many other opportunities.

WHEN YOU HEAR THE WORDS ‘career’ and ‘aviation industry’ together, the first reaction is to think ‘pilot’. But aviation is an enormous industry and accordingly has a requirement for an imposing spread of skills.

From the front to the rear of an aircraft and from the ground up to its cruise altitude, there are people, skills and jobs that are the ‘wind beneath the wings’ of the industry. These are the maintenance technicians, ground-handlers, loadmasters, despatchers, meteorologists, check-in, passenger handling, cabin crew, pilots, traffic controllers, administration, caterers – the list is a long one and includes such a wide range of skills that almost anyone can find a suitable aviation career in which to get qualified.

Boeing recently released its Pilot and Technician Outlook, which projected a demand for 850,000 new pilots over the next 20 years. This is double the current workforce and the most significant demand in the Outlook’s twelve-year history.

And it’s not only the ‘pointy end’ that will need more people. Maintenance engineer demand is projected at 650,000, and commercial cabin crew a staggering 900,000 people, mostly due to changes in fleet mix, regulatory requirements, denser seat configurations and multi-cabin configurations that offer more personalised service.

NOT JUST PILOTS

Collectively, the business aviation and civil helicopter sectors will also demand an additional 155,000 pilots, 132,000 technicians and 32,000 new cabin crew to support business aviation.

The demand is being driven by an expected doubling of the global commercial fleet, a recordhigh air travel demand and a tightening labour supply.

The forecast also excludes general aviation (GA) requirements which swells the numbers

Costs will continue to be a huge hurdle.

significantly as not every pilot is employed by a carrier, some fly (and own) aircraft purely for small business reasons or the joy of flight.

But the support system for GA is as intensive as for commercial carriers with an ever-growing number of aircraft needing pilots, maintenance, traffic control, administration and supply, as well as airfields to land, and on which to be based.

Boeing’s numbers are in line with industry projections from other bodies given to crystal ball gazing, and they all agree on one inescapable fact – we will have to train millions of new people to fill the slots of a skills-hungry industry. And therein lies our biggest challenge.

To remain viable in facing the challenge, training organisations are dependent on two main resources: an ongoing flow of dedicated new students and a stable supply of qualified trainers. But most of the potential students are unaware of the career opportunities in aviation. And the qualified trainers are constantly being headhunted by the industry to fill the jobs for which they’re training the students. This creates the ‘Catch-22’ revolving door of instructors and gives training organisation management sleepless nights. And there is no quick fix solution to either of these challenges.

TRAINING SUPPLEMENT INTRO skills demand is so wide

not from doing the job, but from enabling and empowering others to do the job. To a large extent, the success of the training component of the aviation industry will rest on the shoulders of the ‘dedicated’ trainers.

Africa also has a massive opportunity in its extensive smart and eager but relatively unskilled population, and it is here that we should look to bridging the skills gap in the aviation industry.

Many Africans are unaware that they could be aviation professionals and those that are, often do not have access to the funds needed for the qualifications. This creates opportunities for a spread of subindustries to increase awareness that their dream is in fact possible and then supply the funding and support mechanisms while the student qualifies. There is also scope for public private partnerships (PPP) where governments could unlock some of their higher education budget to be applied to skills training under administration by approved Aviation Training Organisations (ATOs).

PERSONALITY TYPES

Some enterprising organisations have addressed the problem by creating a career path that elevates successful student graduates to instructor positions. This, to some measure ‘insulates’ them from the head-hunters as they are often invisible to the industry workplace and can also be contracted to their employer with ‘golden handcuffs’ such as scholarships and student loans.

Amongst all of these is the person who is the jewel in the crown of a training organisation – a dedicated trainer. These are people who derive their personal and career satisfaction,

A key advantage for the aviation industry is that there is no special type or basic personality needed for an individual to find a suitable career. The spread of skills demands is so wide that there is likely to be a job for anyone irrespective of their ‘type’.

An aircraft maintenance engineer (AME) and a cabin crew member have vastly differing job requirements and accordingly, to be successful, will needs have very differing basic personas and skills. I cannot imagine an AME asking me if I would like a nice crunchy biscuit with my tea, or if I would prefer the ‘beef or pasta’ as lunch while I wait for the sparkplug gaps to be set.

The organisations who have participated in this supplement are professional, dedicated entities that offer a wide spread of education opportunities, not only for new incumbents into the aviation industry, but also for those wanting to ‘upskill’ to better and more career fulfilling positions.

So, if you’re looking to build a career in aviation, a slow browse through the following pages with a pencil and pad will open up many opportunities for you. The next 20 years are going to show tremendous industry growth with the attendant opportunities for a productive and rewarding career in aviation.

Many young people (and a few older ones), dream about a career in aviation, and there has never been a better time than now to take the action to turn those dreams into reality. j

(SACAA/ATO/1522)

STICK N THROTTLE AVIATION

STICK N THROTTLE AVIATION FLIGHT TRAINING SCHOOL is based in the picturesque Western Cape, at Morningstar airfield. Quietly tucked away in a well-equipped hangar with office facilities as the base of operations. Based at this airfield is the well-known Morningstar Flying Club, which has a traditional family environment with excellent typical flying facilities. The location is a perfect flight training airfield, quiet to allow training without too many distractions, yet the airfield is busy with aircraft movements. Morningstar is only five minutes flight time to the General Flying Area as well as Cape Town International Airport with all the facilities for advanced training. All of this with the silhouette view of Table Mountain as the key reference point for VFR operations.

Flight training is only as good as the experience, knowledge and passion of the instructors. Stick n Throttle prides itself by excelling in all these basic requirements with specialists in each area. Ground school as well as flight training instruction is delivered with the emphasis on quality, not quantity. Ground schooling for all licenses and ratings, NPL through CPL and Instrument ratings are offered. Courses are presented by specialists on each curriculum topic by specialists who ensure that all instruction material is understood and applied. This is not just ‘exam passing’ question practice preparation. Facilities include state of the art training aids with modern briefing equipment

and comfortable lecture facilities. These qualities are all tested and proven within the approved SACAA online examination center for PPL examinations. A new Redbird procedural single-engine simulator is on the premises. The simulator includes both the traditional six-pack instruments and the Garmin G1000 package with worldwide navigation database adds value to procedural and complex aircraft systems training. Simulation may be connected and displayed on the Jeppesen electronic maps and charts.

Comprehensive flight training offered, from the NPL through to ATPL with ratings such as night, instrument and instructor attached to the various licenses. A comprehensive aircraft fleet, from the basic Sling 2 up to and including a complex Piper Turbo Arrow are available, suited for the required training. Whether it is recency, conversion, renewals, or training for a rating or specific license, is what is offered to achieve your personal goal. Stick n Throttle is big enough to perform to the pilot’s specific needs, yet small enough to provide individual care. We make aviation training FUN!

PPL TO ATPL TRAINING AND EVERYTHING

• Now certified for TCAS training.

• RNAV and GNSS

Certified on all flight models from single engine to turbine.

TRAIN ON ONE OF THE MOST MODERN FLIGHT SIMULATORS IN SOUTH AFRICA WITH NEW VFR LEVEL TERRAIN GRAPHICS

CONTACT US OR VISIT OUR WEBSITE FOR MORE INFORMATION:

Tel: 011 701 3862

E-mail: info@aeronav.co.za

Website: www.aeronav.co.za SACAA ATO No: SACAA/1110/ATO

PILOT'S GIFT GUIDE –

PILOT'S GIFTS SUPPLEMENT

As the year draws to a close and the festive season approaches, we take the opportunity to showcase some of the many gadgets and essentials that many pilots would like as a Christmas gift.

ONE OF THE MOST desired gifts is the latest technology noise cancelling headset. The big loss to general aviation this year was the withdrawal of the market leading Bose noise cancelling headsets. However Lightspeed offers an excellent alternative as does the evergreen David Clark.

For those whose budgets might not stretch that far, replacement ear-seals and mic. covers are a

great way to make older headsets new again.

All good pilot supply shops are happy to provide a complete service to flying schools, AMOs as well as the public at large.

Even better – all the pilots supply shops in this supplement will gladly provide goods on mailorder and courier them.

Fuselage wines would be a welcome gift.

Here is a list of the most popular items for pilot’s gifts.

• Leatherman knives

• Aviator watches

• Lightspeed and David Clark headsets & accessories

• Icom & Rexon transceivers

• Sunglasses - especially Raybans

• Pilot shirts, trousers, epaulettes

• Swales and Fox One mock exams

• Pooleys excellent Air Pilots manuals

• PPL and CPL study material

• Brightline bags and other flight bags.

• Kneeboards, whizz wheels, protractors, fuel strainer, fuel gauges, pitot covers etc.

• Books and various flying training support DVDs & CDs.

A wide range of aviation theme gifts and accessories – pins, caps, instrument clocks, coasters, picture frames and models.

Fuselage Wines are aviation inspired wines crafted just of the apron of Diemerskraal Airfield near Wellington.

Come on a taste adventure with Fuselage Wines and experience wine from a different perspective.

Handheld VHF radios, Rayban aviators, knee pads, the ASA CX-3 calculator, some of the Pooleys Southern African series and the Delta Zulu headset are a few useful gifting ideas.

CENTURY AVIONICS

Situated at Lanseria International Airport, Century Avionics focuses on general aviation avionics for both fixed - and rotary-wing aircraft. With over 45 years of experience, Century Avionics stands as a leading privately owned avionics establishment in Southern Africa. Aiming to be a comprehensive avionics hub for the general aviation community, delivering top-notch services all in one place. Working in tandem with their skilled and experienced Certification Department, they support Avionics STC Application / Development and Modification Approvals. Century Avionics boasts a skillful design organization (Century NAVCOM) that is recognized by the South African Civil Aviation Authority (SACAA). Loyal customers can vouch for their professional dedication, promptness, and amicable service.

The Aircraft Maintenance Organization (AMO) have secured approval in South Africa, Botswana, Namibia, Kenya, and Zimbabwe, streamlining the avionics installation and approval process for various aviation authorities.

valid till 31 December 2024

EVENTS CALENDAR

3 December 2024

7 - 9 March 2025

10 - 13 March, 2025

Airport Safety Symposium at Villa San Giovani Wonderboom National Airport, South Africa

EAA Airweek Middleburg

Contact Laura: lauramc321@gmail.com

Verticon (HAI) Heli Expo Dallas, United States https://verticon.org/

25 - 30 March 2025 Avalon Airshow Geelong Airport Australia https://airshow.com.au/

1 - 6 April 2025 Sun n Fun Lakeland Florida https://flysnf.org/

20 - 22 May 2025 EBACE Pal Expo Geneva https://ebace.aero/

22 - 24 May 2025

31 May 2025

16 – 22 June 2025

Presidents Trophy Air Race: Bona Bona david@pilotinsure.co.za cell: 073 338 5200

Shuttleworth Military airshow Old Warden UK https://www.shuttleworth.org/product/ military-air-show-2025/

Paris Air Show Paris-Le Bourget https://www.siae.fr/en/

25 - 27 June 2025 AERO South Africa Wonderboom https://aerosouthafrica.za.messefrankfurt. com/pretoria/en.html

18 - 22 July

Royal International Air Tattoo Fairford UK https://www.airtattoo.com/

21 - 27 July 2025 EAA AirVenture Oshkosh

Contact Neil Bowden: 084 674 5674 info@airadventure.co.za

17 - 21 November 2025 Dubai Airshow UAE https://www.dubaiairshow.aero/

Kempston –Lanseria’s ‘temporary’ terminal

Managing

Advertising

DECEMBER

Hugh Pryor - Going home for Christmas

Laura Mcdermid - Engine Fire!

Obituary - A Tribute to Nick Fadugba

Mark Tierney’s Cafe Proposal

Rodger Foster steps out the Cockpit

Jeffery Kempson - Okavango Echoes

AME Doctors Listing

Jannie Matthysen - Living the Dream Part 1

Lanseria Airport implements E-Gates

Trevor Cohen - Exercise Vuk’uhlome 2024

Aviation Consultants Directory

Superior Pilot Services: Flight School Directory

Merchant West Charter Directory

Skysource AMO Listing

Layout & Design

Patrick Tillman: Imagenuity cc

Contributors

John Bassi

Laura McDermid

Darren Olivier

Jeffery Kempson

A NOTE FROM THE EDITOR:

IN HIS ADDRESS TO THE AFRAA annual general assembly held in November in Cairo, IATA DirectorGeneral Willie Walsh addressed three critical issues facing the African airline industry.

Walsh’s first issue is safety, which is “always our top priority. Safety thrives with global standards. We see that clearly in IOSA—a condition of membership for both AFRAA and IATA. Airlines on the IOSA registry outperform those not on the registry. That is the case in Africa and globally.

“Africa has made significant improvements in safety. There were no hull losses or fatal accidents between 2020 and 2023. However, we took a step backwards in 2024. And even in 2023, the African turboprop hull loss rate was the highest in the world. This tells us that there is still work to do on safety.

countries. If airlines cannot repatriate their revenues, they cannot be expected to provide service. Economies will suffer if connectivity collapses. So it is in everybody’s interest—including the government—to ensure that airlines can repatriate their funds smoothly.

The third issue Walsh addressed is sustainability. He said, “This is the biggest challenge we face. By 2050 we must be at net zero carbon emissions. There will be many political twists and turns on the way to 2050. But in 2021 we set the course to achieve net zero carbon emissions by 2050, and reversing course is not an option.

the African turboprop hull loss rate

“An increased willingness to share data is an important outcome of an effective safety culture. The more data we can bring together, the more powerful the insights we can draw from it. Along with encouraging you to sign the Safety Leadership Charter, I also ask that airlines not yet contributing their data to the Global Aviation Data Management (GADM) initiative to do so.”

The second issue Walsh addressed is blocked funds. He said, “Airlines deliver huge social and economic benefits, but we are not charities. You have every right to count on the repatriation of funds for tickets sold across your global networks. Globally, our tally shows $1.662 billion of airline money is blocked from repatriation—$950 million of which is in African

“For Africa, aviation’s energy transition is a big development opportunity. SAF will contribute more than 60% of the mitigation needed for aviation’s decarbonization. But only a few percent of our fuel needs can currently be met with SAF and there is no production in Africa.

“That must change and change quickly. Africa has the people and natural resources to develop a world-leading SAF sector, provided the financing and government incentives are available. This is a perfect example of “build it and they will come”. And along with SAF will come jobs, growth and progress towards energy independence.”

The numbers tell us that Africa has the greatest unused potential for aviation development in the world. That is a great motivation for us all. 

GOING HOME FOR CHRISTMAS

I’m sure you are familiar with the ‘Leave Bug’. It’s a little worm which lives in calendars. It hatches in cycles of two. Just before you are due to go on leave it grabs the last five days of duty and makes each one last for 48 hours.

TIME SEEMS TO GO BY slower and slower as your leave approaches, until it’s almost standing still.

The other worm works the other way round when you are actually on leave. It makes Tuesdays into Thursdays and Thursdays into Sundays. The last week of your leave is normally gone before you even knew it had started!

I was working in Libya at the time, flying a Pilatus Porter for a French “wireline” company whose job was to tell the Oily Boys what was down the holes they were drilling all over the desert.

from aileron reversal at slow speeds and loves cross winds because that’s the time when she gets to show the uninitiated who the boss really is.

I have over five thousand hours piloting the old girl and every take-off and landing is still an adventure. Even so, I love every obstinate angular cranky inch of her, or maybe it should be centimetre, because she is designed (reputedly by a committee of six farmers) and built in Switzerland. Her engineers actually need two complete tool boxes. One with American tools for the engine and wheels and a metric one for the airframe!

every take-off and landing is still an adventure

I had done six of my four weeks duty time and was itching to get back for my first Christmas at home in six years. The only problem appeared to be that the company could not find any pilot to fill in for me while I was on leave. Eventually they dug up this tiny little French guy called André who had never flown a Pilatus Porter before. He said that he had seen them, but only in magazines.

The Porter has a mind of her own. She’s heavy on the controls, unstable in flight, has been known to suffer

Ernesto was the Chief Pilot of the large fleet of Porters which we were operating for the Swiss parent company. He had completed eighty-four hours of training with the little French guy by the time they arrived at my base in Zellah.

“Morning Hugh,” said Ernesto breezily as he jumped down from the cockpit. “Meet André, he’s your ‘Backto-back’. I want you to fly him around a bit and when you’re happy with him you can go on leave. Does that sound OK to you?”

“Absolutely, Ernesto. In fact I think I’m happy with him now! Can I go on leave right away?”

“No, Hugh! You are NOT happy with him! You haven’t even met him yet and this is a little Frog you will definitely NEED to fly around with a bit!”

I got the impression that Ernesto was trying to put some kind of a message over with the heavy emphasis. Maybe the eighty-four hours of training had not been quite enough?

After seeing Ernesto on his way, André and I went back to the camp for lunch and he showed signs of great relief on finding that he would be living with a lot of his compatriots. English was not one of his strong subjects and, since Ernesto’s French was non-existent, I imagined that the Cockpit Resource Management during the previous days had been challenging, to say the least, especially for little André.

After lunch, I suggested that we go for a whirl. André rather nervously agreed, so when we had finished our coffee we once again set off for the airport.

reduced growth preferred to do without the elevation provided by the cushions.

He nodded with a look that made me feel that I had questioned some strongly-held religious belief. I could not help noticing with added interest, that his eyes were now lined up with the turn-and-slip indicator, which, although fascinating as an example of gyroscopic technology, is not what would hold my attention during take-off or landing.

“Are you sure?”

“Of course I am sure!” he replied, allowing a certain amount of petulance to creep into his voice. “Ernest ‘e tell me.”

I became acutely aware that I had no brakes

We parked the car and went to our plane, which was tied down, the other side of the apron from the oil company hangar. Once we had taken all the ropes, blanks and covers off, I indicated to André that I would like him to drive. He opened the cockpit door.

None of the seats in the old H2 version of the Porter were adjustable, so I always sat on two big cushions and one little one because I liked to be able to see over the Porter’s long ugly nose. I was mildly interested, therefore, to notice that André, the top of whose head did not reach my shoulder, though I am only five foot ten, (sorry, 176 cms,) rather disapprovingly removed the two big cushions and threw them into the back.

Then he climbed in and clapped on his head set, leaving his right ear exposed to the outside world.

“Est-ce que vous etes heureux avec le position de votre siege?” I enquired, interested that a person of such

“Okay.” I shrugged and jumped in the other side.

The eighty-four hours with Ernesto had left their mark. André obviously knew his way around the cockpit. He even remembered to turn the pump off after start-up, a detail which I, with my vast-ahem-experience have been known to overlook.

“Quelle Piste?” he looked at me, adding, “What runway?” as a concession to my limited command of the Frog Lingo.

“Zero Six.” I replied.

“Non, non, c’est pas possible...ees no correct.” he said with some urgency. “Ees runway trente-cinq.” That was the one-thousand-metre dirt runway which was built for this particular time of year, when the winds came in from the North, I was beginning to wonder which of the languages he used was the more difficult for me to understand. Anyway he obviously didn’t want to use the same runway as I did.

“Pourquoi? Why not Zero-Six?”

“Zee wind-across ees trop fort.”

“It’s only ten knots at the most, André.” I said, looking at the wind sock which was twitching sluggishly.

“Ernest ‘e nevere permit me to make zee Take-off or Aterrisage in zee wind-across.” said André with some finality.

“Well let’s try one now.”

“I no like!”

“Well you’ve got to start sometime otherwise I’ll NEVER go on leave! Come on, let’s give it a go.”

So, reluctantly, André got the old girl started up and went through the full checklist, as if to tell me that if anything went not according to the script, it was DEFINITELY my responsibility.

I became acutely aware that I had no brakes on my side. I knew that Ernesto didn’t have copilot’s brakes on his aircraft either. Are the Calendar Bugs putting undue pressure on? I asked myself....No... we’ve got to give it a try sometime, otherwise this guy’s not ever going to learn the intricacies or even the pleasures of cross wind landings in a Porter.....let’s go for it anyway!

So we taxied out onto the sixteen hundred metre long asphalt runway, with the five-to-ten knot cross-wind.

So, now the real test...the landing.

I could not believe that André would be able to see the runway from where he was sitting, but by some extrasensory instinct, he managed to line up with the final approach line of Zero Six. I suddenly remembered that Lindberg hadn’t been able to see out of the front either, when he flew across the Atlantic. Maybe he and André were somehow related?

I was impressed. Maybe these Frogs have some in-built Karma that lets them see where they are going without looking out of the window... a complete revolution in Instrument Flying!?

My illusions survived until after the actual arrival. The wheels squeaked onto the tarmac, only a little bit sideways, and André was obviously pretty chuffed. But it was after that that the fun really started.

it was time for him to go on his own

André had to weave the aeroplane around quite a bit to see where he was going, because of his lowly position in the cockpit and I was continuously trying to calculate whether we were being stupid or whether this was in fact the only way that he would learn the value of the cushions.

I decided that experience was the best teacher and, when he was ready, we launched off down the runway.

It actually went quite well, the take-off, although a final gust put him a bit sideways, just before we lifted into the air, I didn’t feel that I had to intervene at all, and we got airborne.

We floated off into the rather lumpy air which always abuses aviators in the afternoon in the desert and André did all his checks better than a banker.

André, having achieved his first, quite unchallenging cross-wind landing, thought that the game was over. He forgot that the Porter is YOUR boss until you get her tied down and chocked.

He looked at me with a smile of sublime confidence, because he could not see what was happening outside the window.

Meanwhile, Miss Porter had decided she wanted a bit of Sun-’n’-Sand and headed for the dunes.

I had my foot planted on the right rudder pedal. I whacked the stick over, to try and ‘fly’ us back to the runway.....to no avail...no brakes, you see...and Miss Porter wanted to explore the desert.

We eventually found the runway again, which was quite an achievement in those days, with no GPS, and we taxied back down to the beginning of it.

Zellah is not a very busy airport...maybe four or five flights a day...so we could sit and recover on the threshold of Zero Six without too much interruption.

“You want to try those cushions?” I said, as the kneetrembles subsided.

“Oui...peutêtre...maybe I try zem...if I am permetté”

“You are permetté” I said, with conviction.

So we-installed the big cushions, plus the normal little one, under Andre’s diminutive rear end and suddenly he could see the world outside the cockpit windows.

We spent the next day-and-a-half careering up and down Zellah’s beautiful black-top cross-wind runway, first with the left main wheel on the runway, then with the right. André really began to get the feel for these cross-wind landings in a Pilatus Porter...he actually began to enjoy them.

Finally it was time for him to go on his own.

I was, frankly, worried.

I stood by the runway and watched André go through his full check list, once again, very conscious of the fact that if the old girl decided to misbehave and go on safari, I was not going to be there to help André back to civilisation.

The take-off went well.

“Superbe!” he said, “Zee cushions, zay open zee window!”

I could go on leave! Now it was just the formalities... check and sign his Log Book etcetera and then: Off home for Christmas!

André was a pretty low time pilot when he came to us. In fact it was touch and go whether he qualified for our insurance requirements so I thought I had better take a little more interest in his Log Book than one might with a more experienced person.

It was then that I discovered something very unusual. I looked at the summary of his flying experience, which included the number of hours flown on different aircraft types, and couldn’t help noticing that André had logged over one hundred hours on Boeing 747 Jumbo Jets! This is almost unheard of for a pilot who has less than a thousand hours total time. Further investigation was obviously required.

The landing was a peach.

I flipped back through André’s book until I found some of his 747 flights. I was fascinated to find that he had not been ‘P1’ nor ‘P2’, no, nor even ‘F/Eng’ on the Jumbo Jet. He’d been a ‘PAX’.....Yes, that’s right.....a passenger!

I saw him get the flaps up and he went rather further, straight on down the axis of the runway, while he did his after takeoff checks. I was pleased to see that he was still doing the ‘Required’, even though there was nobody breathing down his neck in the cockpit.

The landing was a peach.

I was just running out to congratulate him, when I heard the power go on for another circuit.....OK, Why Not!

The second landing was enviable, and he brought the old girl to a stop right beside me. “This guy has finally Got It.” I thought.

I ran up to the aeroplane.

“Comment ca va?”

That meant that he wasn’t insured to fly our aircraft on his own. Without the 747 time he didn’t have enough hours. So Ernesto had been right after all. I certainly did need to fly around a bit with this little Frog...67 hours and 12 minutes, to be precise. We even became quite good friends eventually, once we’d got his Log Book sorted out, you understand.

My wife’s only comment on hearing my stumbling excuse for being more than a month overdue for leave was, “Well frankly I think you should be jolly pleased to have a job at all. Leave is a privilege, you know, not a right, it says so in your contract.” Just for one nanosecond, I wondered whose side she was on.

Of course, this was all years ago now. André eventually got the hang of the cranky old Pilatus Porter. In fact I think he actually got to enjoy the beast. He’s probably logging ‘P1’ time on 747s by now!



TAAG REBRANDS

TAAG, the Angolan national airline, is taking the opportunity to re-fleet and rebrand

DR. ANTONIO dos Santos Domingos, the Chairman of the TAAG Board, says, “Air transport in Africa is experiencing a new reality. The writing of a new stage in the company’s history has just started. The transfer to the new Hub: Antonio Agostinho Neto International Airport (NBJ) within the framework of Operation Readiness and Airport Transfer (ORAT) with successful simulation exercises, the renewal of fleet, the opening of new routes, the articulation of operations with the placement of human capital and the reformulation of the business model are among ongoing crucial steps.”

The Roadshow on Single African Air Transport Market (SAATM) conducted by the African Civil Aviation Commission (AFCAC) in Angola and the findings by the African Airlines Association’s (AFRAA) Laboratory on air transport sustainability in Africa have enlightened the national aviation community. Therefore, the entire TAAG team believes in the transformation and modernization of the airline to prepare new competition while keeping Africa more connected.

“The Right connectivity network is only possible within a single market that improves operational efficiency and the quality of service provided to passengers and cargo forwarders through air service agreements aligned with the requirements of the Yamoussoukro Decision (YD) supervised by the Executing Agency in enforcing YD regulatory instruments.

“AFRAA has a critical role to play in assisting airlines to build up customized commercial arrangements that lead towards fair competition.”

Domingos says, “This new chapter is a result of the journey of continuous improvement over eighty six years in providing proven multiplier effects to the national economy. Any change in aeronautical architecture and the aero-political environment, both domestically and globally, poses major challenges for TAAG - Angola Airlines. The realty clearly indicates the dynamic nature of air transport and vulnerability that may be caused by several factors.

TAAG - Angola Airlines is among the catalyser of tourism nationally and on the continent, and contributor to materialization of the African Continental Free Trade Area (AfCFTA). The joint effort with relevant stakeholders leads towards considerable achievements.

With new fleet, new brand, new routes, new hub, new strategy and new commitment within new dynamic, TAAG-Angola airlines is making dreams take off and fly higher to various destinations across Africa and beyond. However, an implementation of SAATM with competition supported by cooperation among airlines would yield more benefits for sustainable air transport connectivity.”

Dr. Antonio dos Santos Domingos, the Chairman of TAAG

ENGINE FIRE!

Iris McCallum’s continues her stories about her early years with Air Kenya, and we get to revisit one of her more dramatic moments.

NAIROBI’S WILSON AIRPORT was peaceful on this 11th day of February 1981 which made filling out the paperwork for my flight to Tana River County uncomplicated.

Air Kenya had booked me to charter five passengers on a Cessna C401 to the Bura cotton fields; 366km north east of Kenya’s capital.

It was still dry season in Kenya and with no thunderstorms predicted, I knew it would be a smooth flight provided we could depart before it became too turbulent.

‘I better be really careful with this preflight check. N65175 had just come back from an MPI’ I thought.

Preflight done, I herded the smartly dressed businessmen up the short stairs. Once everyone was strapped in and comfortable I secured the clam-shell door.

I took my seat, buckled the harnesses and adjusted my headset, flattening my wild “bush pig” curls.

Master switch.....ON. Left engine fuel boost pump.... ON. Opening the mixture briefly to full rich...... press start. The engine coughed and spluttered, the propellor turned once lazily, halting briefly through its arc. The old Cessna gave an almighty shudder as the propellor swung into life.

There was no time to think

I ran my hands over the familiar curves of the big Cessna twins’ airframe with affection, examining all the bolts and screws and wiggling the hinges. I opened the inspection hatch to check the level of the clean new transparent oil.

‘Main tanks, tip tanks and the two auxiliary tanks are full with 100LL Avgas. Check. She’s ready to fly’

Left engine ..... good to go.

I repeated the sequence for the right engine. I leaned the mixtures, made sure that the oil pressures had come up and waited for the temperatures to rise.

The Continental engines purring in unison, I taxied to the holding point of runway 14 to perform the run-ups.

“Welcome on board, this is your captain Iris McCallum. May I please have five minutes of your time to brief you on the emergency protocols.”

The wreck of the C402 lying in a ditch with the separated engine.

We were ready for departure, N65175 lifted smoothly off the asphalt and easily climbed 1000ft, levelling out at 6500ft which was the height restriction along the corridor.

“Gentlemen, straight ahead is a hill shaped like a gigantic pimple called Ol Doinyo Sapuk”. The passengers laughed. “This popular landmark is where we are permitted to climb higher, however I will maintain our current height of 6500ft so that we are well clear of the incoming international traffic flying IFR to Jomo Kenyatta Airport”.

Seeing their eager faces, gazes fixed on the shifting landscape, I reminded myself of what a privilege it is to fly.

Well clear of the IFR traffic I gently pulled back on the yoke and powered up to climb to 11,000”. An aberration caught my eye. Why’s the manifold pressure on the right engine dropping, despite the power being set to climb?’ I wondered.

The right gauge showed 24 inches of mercury while the left engine correctly showed 28 inches. I felt an unease grip my gut. My right engine was operating as though it was normally aspirated.

‘Something’s wrong’. Instincts took over, my attention now fully focused on the dials.

RPM 2450....normal. FF 18 g/h ....normal.

“Gentleman I’ve picked up a slight problem. Unfortunately we need to return to Wilson Airfield”.

I ignored their groans of protest as I banked the plane into a gentle turn.

WHOOMPF!

“FIRE!” A passenger screamed. “THERE IS FIRE COMING OUT OF THE WING!”

I looked over my right shoulder to see flames shooting out of the engine.

‘SHIT!’

There was no time to think. I flicked the fuel supply off and cut the power to the right engine.

I knew that even though I had another working engine, 80% of the aeroplane’s performance would be lost; furthermore the plane could explode at any moment.

“Brace yourselves for an emergency landing”. I scanned the landscape below, seeing only one place to put us down.

One chance.

“Mayday, Mayday, this is November-one-seven-sixfive, my right engine’s on fire. I intend to land on a dirt road 15 miles south of Ol Doinyo Sapuk”. My parched voice echoed in my ears.

My foot was already aching from the constant pressure that I needed to apply on the left rudder to prevent the plane from pulling towards the dead engine.

I must keep the left wing down. I must prevent her from rolling into the dead engine.

PILOTS

Five passengers, five souls entrusted to my care. Their stricken faces strengthened my resolve. They were all someone’s son, some were husbands and fathers and it was my job to deliver them alive.

“Once you feel the wheels touch make sure the door is open. Then once stopped, open the door and run!”

I needed the weight to be as far back as possible to assist with my short field landing.

The flames are intense and I don’t know if we are going to make it to the ground in one piece. The wing may burn through. Even if we managed to arrive intact, the fuselage may crumple, trapping us all inside this burning coffin.

‘I’m on short final..... I can see the road clearly now’.

‘Damn, there’s a tree! If I touch down before the tree it will take my good wing off. I’m going to have to land after the tree. I can’t take full flaps as I’ll reduce directional control.

I take fifteen degrees of flap.....maintain the blue line approach speed of 120k......make sure the landing gear is down.

Timing is critical. The tree is fast approaching. The landscape is rushing past in a blur.

HOLD IT. HOLD IT. NOW! I turn the yoke towards the left, dipping the left wing just under the canopy of the tree.

We made it. I level the plane. I’m ready to touch down and to my astonishment an African women balancing a metal basin laden with ears of corn, spinach and potatoes on her head fills my vision as she starts crossing the road.

“Oh my God!”

Up to that point I had the situation under as much control as I could, but this new threat was completely out of my hands.

In that split second I knew what it was like to feel absolutely powerless. I was committed to my landing and could do absolutely nothing to avoid hitting the woman.

The world slowed down. I could see the whites of the woman’s eyes as they grew wide with terror. By some divine intervention she sprinted to the other side of the road unharmed, the karai still perfectly poised on her head.

Iris McCallum, - you can call me 'Captain Cuddles'.

We landed hard but were fast running out of road.

‘There’s a ditch’! No chance of surviving if we go down that bank.

My right foot pushed down hard on the rudder pedal, swinging us sharply to the right. We hit the camber on the side of the road ripping the undercarriage off and spinning the wreck 180 degrees. We skidded sideways into a thicket of bushes and came to a halt facing the direction we had come from.

We are alive. Time to get the hell out! I feel the thud as the door hit the ground. The men were fighting their way through the door frame.

I felt completely calm and honestly thought we would not survive. No one was more surprised than me that we were all still alive.

Once out I scanned the carnage. N65175 had come to rest at an angle, channelling the leaking fuel into the ditch.

On impact the right tip tank had torn off and was flung back onto the road where it had exploded.

The disembodied engine lay a considerable distance from the airframe, having been ripped from its fire weakened aluminium mountings and lay next to the left tip tank which was engulfed in orange flames and oily black smoke.

I heard the drone of a Kenyan Air Force Bulldog long before it came into view.

I felt a rush of relief; word of our predicament had reached the army. The Bulldog was shortly followed by one of Air Kenya’s C310’s who circled overhead twice.

“Thank God,” I murmured. Salvation is on the way.

It was found that the fuel line had come loose, pouring Avgas straight into the turbo charger. I was told that I had less than twenty seconds remaining before the main spar of the wing would have burnt through.

This incident shaped me in a very profound and fundamental way which would see me through many challenging situations in years to come.

A TRIBUTE TO NICK FADUGBA

By Mark Tierney

Let aeroplanes circle moaning overhead

Scribbling on the sky the message ‘He is Dead’.

IF EVER THERE WERE

A MAN who heard, understood and followed his calling, it was Nick Fadugba, founder and head of African Aviation Services, the venerable consultancy he formed in 1990 to promote Africa’s aviation industry, and of African Aviation, the eponymous journal he founded for the same purpose.

Although courted in the 1980s by Steve Udvar-Házy at ILFC and the late Tony Ryan at GPA (the ‘twin’ doyens of the then-fledgling aircraft leasing industry), Nick opted to follow his own star – dedicating his time, energy and considerable intellect to Africa’s socioeconomic development by means of proselytizing allcomers to the benefits of a fit-for-purpose air transport system on the continent.

For more than 30 years, Nick organised the annual Air Finance Africa Conference, the annual MRO Africa Conference and many other aviation events.

Nick’s was a grand pan-African vision of and yet ahead of its time: as he understood that the continent’s air transport system needed to be modernised to enable faster economic growth, his Air Finance Africa Conference was initially aimed at gathering together

‘under one roof’ Africa’s airline shareholders. In due course, it became one of the main annual events on the African aviation calendar, attracting senior executives of airlines, original equipment manufacturers, lenders, lessors and service providers.

No less effective was his annual MRO Africa Conference which may have been even more consequential as it touched less on policy and more on practice and witnessed, to Nick’s delight, Africa’s much-improved airline safety record this century.

Always principled, ever dignified, Nick revelled in a challenge and never flinched, sometimes mischievously, from ‘speaking truth to power’. (His was one of the voices that succeeded in having the EU’s aviation ‘black-list’ renamed the ‘banned list’.)

There is a bygone phrase once used by Africans and foreigners alike: Westerners might wear watches … but Africans have the ‘time’. It was a rare ‘stop all the clocks’ moment when Africa’s aviation community learned that, alas and a-woe and all too soon, Nick’s time was up. As we commiserate with Nick’s family and friends, we might also reflect that we owe it to Nick, to them and to the African public, to help make his vision a reality.

Mark Tierney is chief executive of Crabtree Capital, chairman of SantosDumont and, since 2010, champion of the CAFE initiative.

First published by Airline Economics, October 2024.

Nick Fadugba.

MARK TIERNEY’S CAFE PROPOSAL

One of the many challenges faced by African airlines is access to cost effective finance.

AIRLINES ARE NOTORIOUSLY

capital intensive, yet the cost of capital and its availability are a serious impediment to airline growth in Africa.

One of the primary problems faced by African airlines in their quest for aircraft finance is that almost all the airlines cannot operate profitably, and thus have weak sustainability, which makes them poor finance risks. The African Airlines Association (AFRAA) says that 2010 was the last year that African airlines managed to return an aggregate net profit.

Continuing losses by airlines may be attributed to the usual challenges such as poor management and high taxes and charges. Further challenges include weak currencies and blocked funds. A compounding factor is that many African countries are landlocked, which makes the transport of fuel to inland airports very expensive.

air travel forms part of the spending ‘basket’ for calculating CPI in the USA).

• The inadequacy of current African air connectivity is extremely costly as billions of dollars are lost annually in permanent capital outflow to nonAfrican airlines on the one hand and to non-African suppliers of equipment and capital to African airlines on the other and many more billions are forfeited (invisibly) in terms of foregone economic growth.

commitment to achieving better economies of scale

Mark Tierney, the CEO of Crabtree Capital based in Dublin, makes five points about the current status of the African airline industry:

• The industry is unable to perform the ‘utility’ function seen elsewhere (it is noteworthy that

• It is both unreasonable and irrational to expect airline managers – answerable to their boards and shareholders - to fix the ‘system’ themselves.

• To compound matters, current policy and practice result in the continued fragmentation of a relatively small market, making rationalisation ever less realisable.

• Without sustained commitment to achieving both better economies of density and of scale, unit costs will remain high. High unit costs (which have many causes) result in high ticket prices (especially intra-Africa).

To address these challenges, Tierney has proposed a “Commercial Aircraft Finance Enterprise (CAFE). This would be a Public Private Partnership (PPP) for a commercial aircraft finance enterprise for Africa. It will access previously unavailable sources of infrastructure and related finance on a public-private initiative basis to participate in the historically profitable business of aircraft, leasing and financing.”

By conservatively leveraging capital, CAFE will acquire aircraft for placement with African airlines on a commercial basis. The unique objective of CAFE is “To release the aviation brake on Africa’s socio-economic development by motivating African airline shareholders and management to change their behaviour for the better”.

“By rationalising their behaviour, African airlines will enjoy the fruits of the virtuous circle. The most effective, least risky way to create an enabling environment for African airlines to rationalise their behaviour is to establish a world-class commercial aircraft finance enterprise (CAFE), funded jointly by Multilateral Development Banks (such as the Afreximbank) and Development Finance Institutions (DFIs) and the private sector,” Tierney says.

Tierney claims his proposed CAFE is “a low-risk, highreward proposition to give airlines strong motivation to change practices, rationalise air traffic and embark on a virtuous circle of behaviour.” He says there is no good reason not to do it. If, after a given period, it fails in its catalytic purpose (to ‘accentuate the positive, eliminate the negative’), the assets get monetised and

Mark Tierney has a bold vision for African airline finance.

A former senior executive at GPA, Mark Tierney is chief executive of Crabtree Capital, chairman of Santos Dumont and, since 2010, champion of the CAFE initiative.

shareholders/lenders get repaid, quite possibly with profits.

Export Credit Agencies (ECAs) such as US Eximbank and the European Export Credit Agencies have historically played a key role in aircraft financing. Tierney argues strongly for MDBs and DFIs to play a far more significant role.

There is a well established correlation between air connectivity and economic growth. Based on research of 139 countries from 1970-2005, a MIT analysis found a bi-directional causality in that “air transportation impacts an economy by providing employment in the aviation sector and creating wider socioeconomic benefits through its potential to enable certain types of activities in a local economy because of its distinctive characteristics: speed, cost, flexibility, reliability, and safety. The region’s economic activity, in turn, provides capital and generates the need for passenger travel and freight which drives the demand for air transportation services”.

An Oxford Economics report titled ‘Aviation; The Real World Wide Web’ draws similar conclusions and IATA’s Vision 2050 Statement asserts: “More important [than the traditional understanding of the economic value of air transport] is the infrastructure asset created by air transport connections between major cities and markets”.

speed, cost, flexibility, reliability, and safety

Tierney makes the point that, “In Africa, an aircraft in motion corresponds more to a bridge than a bus due to the continent’s topography (Aircraft=Bridge).”

Referencing the Single African Air Transport Market (SAATM) he says, “by levering SAATM to the full, the emergence of a fit-forpurpose air transport system will underpin the broader economy, helping to give effect to the African Continental Free Trade Area (AfCFTA), to make African business more efficient, to enable much greater mobility and to support the creation of worthwhile jobs across the continent,” he says.

It is however noted by other commentators that a regressive approach seems to be emerging in many quarters to accept the loss-making nature of

many African airlines. The net effect is that African governments are now openly expressing an interest in incentivising lessors to do business with airline lessees by means of financial subsidies. This approach is unsustainable and is at best self-limiting and at worst market-distorting.

Critics argue that subsidising a state-owned airline is effectively taxing the poor, who need the development funds, to subsidise rich air travellers.

Tierney therefore argues for “…a new disruptive change agent in the supply chain of finance, upstream of the airlines as users. This new change agent will encourage more commercial behaviour amongst the airlines in the sense that they rationalise what they are doing.”

“By gaining access to favourable finance and tailor-made leases for the African airline industry, the airlines will choose of their own volition to arrest market fragmentation and improve economies of density and scale – commercially self-selecting into three airline categories: major, regional and cargo/niche,” Tierney says.

partial ownership by MDBs/DFIs on the one hand and partial ownership/management by a blue-chip aircraft lessor team on the other. This will then ensure that:

Commercially viable business plans from state or privately owned airlines are facilitated by means of the supply of right-sized mission-suitable aircraft (for example, an otherwise struggling smaller airline might opt to come under a larger airline’s wing by offering feeder services where the right-sized equipment would be provided under lease by CAFE).

Crucially, un-commercial business plans will be rejected and the promoters encouraged either to revise their business plans to make them viable – or to abort the plans.

Safe, efficient and affordable

“Such rational behaviour, when set in motion, will give momentum to a virtuous circle of cause-andeffect: improved operations giving rise to better creditworthiness, giving rise to reduced finance costs, giving rise to greater reinvestment, and so on until African airlines reach the Holy Grail … of lowering airfares profitably.”

“This would then catalyse what I call SEACAT (Safe, Efficient, Affordable Commercial Air Transport). And it would stymie some of the fragmented airline behaviour which really doesn’t do anyone any good in the long term. Such behaviour causes losses to be made by many African airlines, but every cent that is lost, is a cent lost to the greater African economy, multiplied many times over.”

Tierney claims that there is no shortage of lessors and African airlines who are supportive of the concept. He adds that the key to CAFE’s success will be an ownership/management structure that allows for

Tierney points out that, “The appeal of the availability of aircraft and engines from a dedicated supplier would be a new ingredient that disrupts for the better by appealing to the interests of airline shareholders and managers. CAFE will encourage a virtuous circle of behaviour in which access to SEACAT engenders the same kind of chain reaction as created by mobile phone technology: more connectivity results in more productivity which results in more economic growth which results in more connectivity and so on, in a self re-enforcing cycle.

Tierney argues that the ability of countries to create gainful employment for the huge population growth that is coming in the next 10 to 20 years, will be that much weakened by every cent lost by the airlines.

Progress since Tierney first proposed the CAFÉ concept has been slow. Kenya Airways was the most active promoter until it met with opposition from potential airline partners.

“Safe, efficient and affordable air transport has been shown to add between 1 and 2 percent to GDP growth per annum, and this compounds, over time. And to the extent that you do not have safe, efficient and affordable air transport, it is Africa’s loss,” Tierney concludes. 

RODGER FOSTER STEPS OUT THE COCKPIT

At the end of November 2024 Airlink announced a change of leadership following the decision by current CEO and Managing Director, Rodger Foster, to step down at the end of March 2025. Rodger Foster founded the airline almost 33 years ago.

Rodger Foster has announced his retirement.

AIRLINK’S CURRENT Chief Financial Officer, de Villiers Engelbrecht, will take over from Foster as the company’s new CEO with effect from 1 April 2025.

Foster will remain a shareholder in the airline and will continue serving as a non-executive director.

Rodger Foster has served as the CEO and Managing Director since co-founding the business in June 1992 with Barrie Webb. At that time, South Africa was undergoing a political transition with sanctions and boycotts gradually being lifted and the doors being opened for increased trade, commerce, arts, and tourism.

Airlink’s establishment coincided with the deregulation of South Africa’s domestic airline industry, allowing privately-owned airlines to compete with the stateowned national carrier.

“It has been a privilege to have led Airlink through what has been an exciting, at times very challenging, but ultimately a rewarding and fulfilling journey. However, after more than three decades in the post, it is time to hand over the flight controls to my successor and our Chief Financial Officer, de Villiers Engelbrecht,” said Mr Foster.

De Villiers Engelbrecht has been involved in Airlink for over 20 years, he served as a non executive director for a period, and joined as an executive in February 2011.

“De Villiers is widely respected in the industry and has worked alongside me, helping to steady Airlink, repurpose it and put the airline on a course for sustainable growth in the face of two existential threats to the company.

These included Airlink’s separation from SAA due to SAA’s business rescue, followed closely by the COVID-19 travel restrictions which jolted air travel to a standstill. He has had hands-on exposure to all of the key elements that constitute the airline business and has the support of the entire executive team, the broader management as well as all our external stakeholders,” explained Rodger.

“Airlink is a flourishing and resilient business. It has a strong balance sheet that has been bolstered by an equity injection from Qatar Airways Group’s acquisition of a 25 percent stake in the company. Since 2020 Airlink has built a constellation of commercial partnerships with many of the world’s leading airlines. None of this would have been possible without the tireless support of the entire dedicated, diligent and professional Airlink team who it has been my privilege to lead,” he added.

In 2024 Airlink’s fleet comprised over 65 Embraer airliners. In the 2024 financial year (to 31 August 2024) more than four million passengers travelled on over 85,000 Airlink flights to its 50 destinations in 15 countries including Madagascar and St Helena Island in the South Atlantic.

Airlink is an International Air Transport Association (IATA) member and accredited under its IOSA safety audit programme.

An Airlink ERJ-140LR.

JEFFERY KEMPSON

OKAVANGO ECHOES

One Okavango evening, at the luxury Khwai River lodge, a young well-bred English pilot of good character and eloquent public-school accent and I had too much to drink.

THE PERSONABLE KENYA EXPAT

couple who managed the lodge Mr Derek Bentley, a superb host, together with his wife, Cordon Bleu Chef, Pamela, were entertaining at the bar.

During this period two of our four Esquire Botswana Airways Aero Commander 500s were based at Khwai River lodge to operate the local Lindblad tours contract.

My companion pilot Rodney and I had imbibed excessive numbers of freshly concocted White Lady cocktails and then, by way of a nightcap, Mine Host Derek created a variation of a Brandy Alexander, which he named The Esquire Whore.

This liquid creation was very smooth, though potent, and of such superior quality that we persuaded Derek to mix more.

The Esquire Airways Aero Commander 500 on a sandy Delta airstrip.

During this increasingly jocular evening one of the American guests asked me, “What would happen if we are attacked by a wild animal at night, and you need to casevac us to Johannesburg, and the pilots are all drunk?”

Even though it was not strictly true, I replied that our aircraft insurance policy precluded us taking off or landing at night at Khwai as there was no flarepath for night flying. On occasion we had to casevac out in an emergency using Land Rovers positioned at each end of the runway to line up on. I also said that we pilots tended not to drink before 5.00 pm so guests should be careful on late afternoon safaris not to provoke the wildlife.

I related an incident about a local mixed-race professional hunter who introduced himself to his American clients by saying, “Hello, I’m Willy Phillips, your off-white hunter.”

My anecdote caused considerable mirth so encouraged, I related a particularly memorable Khwai story about how I had flown the President, Sir Seretse Khama, his bodyguard, Churchill, and their entourage to Khwai. After dinner His Excellency and retinue were reclining in chairs around the campfire, together with the lodge owner, and others.

There he lamented that a Special Police unit which had been dispatched to the lodge for his protection several days earlier, had not yet arrived.

He was asked by one of the professional hunters present if he was considering a future army defence force for Botswana.

The President said that he had no wish to be told, while at a commonwealth Prime Ministers’ conference, that a coup had occurred back home. The President suddenly yelped and clutched his hand. A small white dog had bitten him on the finger. Dogs were not allowed in the camp, but this one belonged to the owner’s wife. She had locked the dog into a chalet but it had gnawed its way through the gauze sheet which doubled as a window, escaped, and joined its owner at the campfire.

Profuse apologies ensued and antiseptic and a Band Aid was applied to the President’s bitten finger.

Once the President had returned he said to me; “Captain Jeff. That small dog biting my finger illustrates a universal truth.’’

“What’s that your Excellency?”

He replied: “It doesn’t matter who you are, or where you go, dogs hate us natives.”

I tried hard not to laugh out loud.

“You may laugh” he said, “But not too loudly.”

Soon afterwards my English pilot colleague and I weaved out of the bar to our shared chalet.

Shortly after midnight I awoke to the haunting sounds of a lion kill, so close that I feared for our safety. The door was locked but the moon shone brightly through our flimsy gauze screen which would not deter a hungry lion. I slid under my bed.

There was a loud shout as I bumped into Rodney.

Rodney, who was the pilot flying, with the broken prop of the Aero Commander.

“What the hell are you doing under my bed?!” I hissed.

“Self-preservation old boy! If a lion comes through the window it will see you and not me.”

After a few seconds we both started giggling drunkenly, but remained where we were until the sounds of the kill abated, then we returned to our own beds.

A few days later, Rodney dropped a group of passengers at Khwai then took off empty for Shakawe on the north west Okavango panhandle, to collect passengers for Savuti Lodge.

About three quarters of the way to Shakawe, just after lighting a cigarette, the Aero Commander 500 shuddered. Before Rodney could react, the right engine broke two of its engine mounts and seized.

He saw that the two-bladed propeller had sheared about halfway along a blade, exactly where a nick had been filed out prior to the last inspection. Fortunately, the dismembered half blade had not penetrated the fuselage. Rodney shut off the fuel and magnetos, picked up his cigarette from the smouldering carpet, extinguished it in the ashtray, and then discovered he was unable to feather the prop. Full power on the left engine enabled him to reach Shakawe’s long runway.

A few days later, a pilot engineer called Mel Colyn arrived in an A36 Bonanza from Rand Airport with an assistant. They removed the damaged engine and flew it to Aero Sales Workshop at Rand for repair.

In due course the engine was overhauled and returned to Shakawe where it was fitted with a new propeller and engine mounts. I flew it back to Rand for a full MPI.

ZS-CLZ was one of only two Aero Commander 500s in the country. They were powered by two 250 HP Lycoming engines and were able to carry 6 passengers (3 on the rear bench seat).

A mere ten flying hours since receiving CLZ back from the AMO I taxied out at Maun with 6 American passengers and copious amounts of baggage, bound for Johannesburg. As I entered the runway and opened the throttles, the recently overhauled right engine stopped. I tried to restart it but the starter could not budge the prop.

I managed to taxi back to the apron. Once out the cockpit, I grasped the horizontal prop and was able to lift myself off the ground. The newly overhauled engine had seized solid.

If it had seized a couple of minutes later we would not have been able to maintain altitude on one engine at our weight and density altitude.

The newly overhauled engine was returned to Rand Airport. On splitting the crankcase halves it was found that a part of a split pin had dropped into an open oil gallery. This had seized the engine because it was just idling. Martin Hildebrand, the engine expert, averred that at full power the split pin segment would have pulled through the main bearing and not seized the engine. I told him this was wishful thinking.

JEFFERY KEMPSON

Lanseria's 'temporay' prefab terminal opens with a Learjet arrival.

The owners of our fleet of aircraft were private pilots and aircraft enthusiasts. Their principal business was running their town planning company based in Pretoria, called Haacke, Sher, & Aab. (Aab must have been the first name in the Pretoria phone book).

We’d had a few serious aircraft maintenance problems with AMOs, first at Grand Central, then at Rand.

The Town Planning Company had recently bought a large piece of land, together with a four bedroom house North West of Johannesburg.

Thereafter Haacke, Sher, & Aab’s enthusiasm for the project took on an altogether more grandiose dimension. And that was the genesis of Lanseria Airport.

that was the genesis of Lanseria Airport

The Esquire Airways pilots based in Joburg moved into that house, and we paid a nominal rental. I had a conversation with Fanie Haacke about them using the land for an airstrip and hangar for the Esquire Airways fleet and an AMO. I suggested the new airfield might be called Northfield.

A couple of years later the initial 7,000 foot Lanseria tar runway had been completed, and a ‘temporary’ prefabricated terminal building imported from America.

Lanseria Airport opened in August 1974. The runway was later extended to 10,000 feet, and twenty-eight years later, in 2002, a new terminal building replaced the ‘temporary’ prefab structure.

AME Doctors Listing

Brandon Sandton 010 448 0900 reception@drbradonhead.joburg

Lumka Sandton 083 471 2051 lumka@doyioccuhealth.co.za

Toerien Hendrik White River, Nelspruit 013 751 3848 hctoerien@viamediswitch.co.za

LIVING THE DREAM

Part 1: Life in the Trailer Park

A harsh, piercing sound jolts me out of a restful, deep sleep. My alarm clock. Where am I? The ceiling is not familiar, the bed is hard, and the room smells.

Well, I know I’m not home. My mind is racing to identify my location on this planet. Oh yes, I’m at work. Houma, Louisiana.

IT’S 3:45 AM, IT’S DARK, and my day is about to start. After slowly creaking out of bed, I splash some cold water on my face, and tiptoe to get the coffee started.

The other guys are not up yet, but they’re probably flying a different schedule today. I’ll be quiet.

Home away from home here in the swamp is a typical Southern trailer accommodating four pilots. There are countless such trailers in this part of the world in which local families create a comfortable home, knowing that all their worldly possessions might be swept away by the next hurricane. At least our trailer is relatively new, and it’s equipped with a powerful central air conditioner, the size of a small family saloon. It runs all the time. There’s a communal lounge and kitchen, but we each have a private room and en-suite bathroom. There is virtually no sound proofing, so we share a lot of intimate details that should have remained unheard.

Spoken words or otherwise created. There are many other trailers just like this, but this is ours – our little “family” away from family. This is top-notch luxury compared to some of the joints I have been stuck in before as an intrepid aviator.

The familiar smell of

The coffee is just what I need this morning, and I slowly galvanise with a rusk or two that somehow survived international travel across the Atlantic. No-one here knows what a rusk is, but I suspect that someone is developing a taste for my wife’s homemade delicacies. There are a few missing – I’m sure of it. I’ll have to hide these. It’s every man for himself when it comes to rusks or biltong in a strange and foreign land!

The coffee is working its magic, and I start formulating vaguely coherent thoughts. Time to fire up the iPad and start some flight planning. There’s a lot to do before our 06:30 take-off time: multiple apps and websites to consult, ranging from downloading my

assigned Sikorsky S-92’s latest maintenance status, to weather, NOTAMS, customer updates, schedule changes, performance planning, flight & duty limits, airspace restrictions, deck reports, and safety notices, to name just a few. All this will be checked again, but I always like to get an overview before I head off to the operations department. I learnt many moons ago that rushing before a flight leads to mistakes, and I’ve tailored my routine to avoid strapping myself into the cockpit in a breathless huff.

After a quick shower, shave, and a final sip of coffee, I grab my flight gear and step outside into the hot, humid southern Louisiana gloom.

Even hours before sunrise, it’s already around 30 degrees C, and I know there’s more heat and humidity in store for us. Thank goodness for an airconditioned cockpit! I can hear activity down on the flightline. The night maintenance crews are wrapping up their duties while getting a whole flock of helicopters ready for the day’s flying. There

are multiple S-92s, a few S-76s, and a collection of AW139s and Airbus H145s. The Bell 407s and new Airbus H160 are based across the runway.

It’s quite impressive to see the pre-dawn operation gain momentum in all its facets as an orange glow appears on the eastern horizon. The familiar smell of JetA-1 fumes put a grin on my face and a spring in my step. It’s going to be a good day.

No-one here knows what a rusk is

With my family more than 8,000 miles and several time zones away, I use the stint during my 7-minute walking commute for a quick call home. It’s a brief chat, and hopefully we’ll have more time to talk later in the day between flights. My wife is fine, the kids are at school, and the dogs are happy. “Yes, I still have a few rusks left, thank you. No issues. We’ll talk again soon. Love you.” On a busy day, they’ll be asleep by the time I return to base, so every few minutes are precious. An S92

HELICOPTERS

The planning room is abuzz with pilots glued to iPads, discussing weather, payloads, MEL-items, or the latest company gossip. Others are quietly sipping their coffee or whatever early-morning poison gets them going while contemplating the tasks of the day.

Our operation supports a few different customers, all heading in different directions into the Gulf of Mexico. The vast majority of our missions are passenger flights. Sometimes the smaller helicopters are tasked to fly patrols, or we transport emergency tools or parts. Most offshore installations or vessels accommodate a hundred or more people at any given time. Some of these individuals are specialists who travel offshore only for a day or two to provide their expensive expertise, while others are contractors, general labourers, or part of the operation’s regular crew. Most work 2-week rotations. Either way, to us they are passengers, a name on a manifest, a weight, and a solemn face corralled along a noisy flight line to a waiting helicopter. We love them all equally…

Each crew receives a lineup the night before, detailing the plan for the next day. We know which aircraft we’ll be assigned to, who the crew is for each, and how many flights are scheduled. We also know the intended destinations, but we do not know how many

passengers and how much cargo will be carried. That is determined by the first piece of information produced by each crew. Both pilots are engaged in reviewing all planning data while considering variables such as weather and aircraft performance to calculate a maximum payload. This payload is then sent to the dispatch team to start the check-in process and generate flight manifests for each flight.

It is during this pre-flight and planning phase that the complexities of offshore helicopter operations in support of the oil & gas industry become very apparent.

The modern and complex twin-engine helicopters we operate are all crewed by two pilots. Most operations are IFR, which means that the weather must be rather dismal for a flight not to be undertaken. Add to that the mandates contained in FAA Part 135, then consider our company requirements as stipulated in various operation manuals and checklists. So far, so good. Nothing we have not experienced before.

But wait, that’s not all – there is no other type of flight operation, that I’m aware of, anywhere in the world, where the customer wields so much power and influence over how we fly and maintain our helicopters.

The pilots' trailer park.

Each customer is permitted almost unrestricted access to our flight and maintenance operations under the guise of safety. Procedures are often bespoke to each customer, and pilots and maintenance personnel alike are confronted with these added intricacies in addition to the usual manufacturer, FAA, and company guidelines and decrees.

The reality is that our little $30,000,000 Sikorsky is dwarfed in size, complexity, and cost by the equipment and technology found on oil & gas platforms and vessels. We do, however, characterise substantial risk. It took me a while to understand the little significance that we represent in the overall enterprise of one of these offshore installations operated by the biggest oil companies in the world. It is truly humbling to grasp that, in spite of providing safe and reliable transport, we are just another function in the production of oil & gas. We are a very small cog in a massive machine churning billions of dollars.

Of course, the potential pitfalls for us mere mortal pilots are that our procedures might be different, depending on which customer we’re assigned to on any given day. The remedy to this is that pilots may bid to be permanently assigned to specific contracts, but that means that you’re flying with the same crew, many of the same passengers, and almost certainly the same routes every day. For me, that would be a horrible version of Groundhog Day, and I am blissfully allocated to “the pool”. That’s a euphemism for being open to abuse as pool pilots may be assigned to any contract and any base. Life on the road…

Next in Part 2 – We’ll delve a little deeper into passenger handling, try to complete our pre-flight actions, and hopefully make it to the flightline. 

LANSERIA AIRPORT

implements E-Gates

As air travel continues to grow, pressure mounts on the check-in process, resulting in frustration and often leading to missed flights.

IN THE FIRST OF ITS KIND in Africa, Lanseria International Airport has implemented the Tap-and-Fly E-Gate system, a revolutionary approach to airport check-ins that leverages contactless technology and automation.

On 19 November, SA Flyer was invited to the launch where attendees were allocated personal boarding passes in order to experience this system in action.

The CEO of Lanseria, Mr Rampa Rammopo, introduced the Vice President of Turkish company TAV technologies, Mr Itker Aksoy, who presented an overview of the benefits that this revolutionary contactless system offers for passengers, airports, and airlines alike. The most significant benefit is that it reduces wait times at check-in and security checkpoints.

This eliminates the need for manual verification by staff, accelerating the check-in process and reducing bottlenecks during peak travel times. It is also scalable, allowing for easy expansion and integration with future technologies such as artificial intelligence and advanced analytics.

Passengers can simply tap their boarding pass

Passengers can simply tap their boarding pass or biometric-enabled travel document on the e-gate, which quickly verifies their identity and grants access.

Furthermore, the system integrates advanced biometric authentication and data encryption to verify passenger identities with high accuracy.

Real-time data from government databases is cross referenced thus enhancing security while maintaining compliance with international aviation regulations. This minimizes the risk of human error or fraudulent activity, ensuring safer travel for all.

While there is an upfront investment in e-gate infrastructure, the long-term cost savings are substantial. Automated systems require fewer personnel for checkins and security.

ABOVE: Lanseria CEO Mr Rampa Ramopo launches the 'Tap n Fly' project.

BELOW: MC Kirshen Pillay Head of Training at Lanseria International Airport got the show on the road.

ABOVE: Mr Joggie Zeuner Executive Manager Operations and PRFO and CEO Elmar Conradie of Safair. BELOW: Executive assistant to the CEO Marcelle Willemse and the Director of Airports and Airspace at the National Department of Transport Lehlogonolo Mashiteng.

ABOVE: Guests enjoyed convivial drinks and snacks.

BELOW: Accounts and Sales Manager of SA Flyer Kerry Matthysen.

Mr. Rammopo emphasized that the implementation of the Tap-and-Fly E-Gate system will not result in any job losses. Instead, it will enable Lanseria to allocate its resources more efficiently, allowing staff to focus on minimizing delays and enhancing operational performance.

The Tap-and-Fly E-Gate system is more than just a technological upgrade—it is a vital step forward in redefining the airport experience. We can only hope that O R Tambo and Cape Town International follow suit without delay. 

TREVOR COHEN

By Trevor Cohen

EXERCISE VUK’UHLOME 2024

The South African Army’s Exercise Vuk’uhlome 2024

Distinguished

THIS YEAR’S EXERCISE Vuk’uhlome highlights the SA Army’s preparedness to address national and regional security challenges.

“Scenarios depicting typical war scenes form part of the exercise which will enable the SA Army to measure its state of readiness in terms of discharging its mandate of preparing, providing and sustaining combat ready landward forces for employment by the Chief of the SANDF,” says the SANDF official statement.

This year’s Exercise Vuk’uhlome featured over 7000 troops from infantry units across SA which combined with the South African Air Force’s 2 Squadron and 85 Combat Flying School.

The demonstration began with a huge controlled bang, depicting air strikes by SAAF Hawks and Gripens. Three Gripens demonstrated unguided Mk 81 120 kg bombs, dropping eight bombs each, totalling 2 880 kg of ordinance.

The two Hawks from 85 Combat Flying School fired their 30 mm cannons with impressive accuracy. Special Forces troops were deployed by a parachute drop from a BK 117 helicopter.

SAAF participation was low key

Other elements included Special Forces, and the SA Army’s Specialist Infantry Capability (SAASIC), 1 Tactical Intelligence Unit, Motorised Infantry, and 43 Mechanised Brigade.

Other than the Hawks, the SAAF participation was low key. Gripen action was fast and unfortunately far from the visitors’ stands which made it difficult for the visitors to gain a close-up first hand experience of their effectiveness. The sole Oryx intended for the demonstration was called away for a Casevac to Bloemfontein.

ABOVE: Hawks from 85 CFS were a strong presence at Exercise VUKUHLOME III. BELOW: Over 7000 troops participated.

ABOVE: The venerable BK 117 still has an important role to play.

BELOW: SAAF participation included dropping Special Forces paratroops from a BK 117 helicopter.

ABOVE: ZPU-2 and ZU-23 anti-aircraft cannons mounted on Land Cruisers. BELOW: Key combat elements were provided by the Olifant Main battle tank.

DEFENCE

On the ground the Special Forces demonstrated their ZPU-2 and ZU-23 anti-aircraft autocannons, mounted on Toyota Land Cruiser ‘Technicals’ but for SA use called the GOAT (gun on a truck). The ‘dust and diesel’ for which the demonstration is known was most evident in the large deployment of infantry fighting vehicles and Olifant main battle tanks.

The intimdiating anti- aircraft guns.

BUMPPPFFF:

Beech 18 split rudder.

Buying a plane.

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Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Powered Flight Training Centre

Johanita Jacobs Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Precision Aviation Services

Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

Propeller Centre

Theuns du Toit +27 12 567 1689 / +27 71 362 5152 theuns@propcentre.co.za www.propcentre.com

Rainbow SkyReach (Pty) Ltd

Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport

Kevin van Zyl Kevin@horizonrisk.co.za +27 76 801 5639 www.randairport.co.za

Dr Rudi Britz Aviation Medical Clinic

Megan 066 177 7194 rudiavmed@gmail.com Wonderboom Airport

SAA Technical (SOC) Ltd

SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za

Savannah Helicopters

De 082Jager 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

Scenic Air

Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com

Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com

Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Signature Flight Support Cape Town Alan Olivier 021 934 0350 cpt@signatureflight.co.za www.signatureaviation.com/locations/CPT

Signco (Pty Ltd) Archie Kemp Tel 011 452 6857 Fax 086 504 5239 info@signco.zo.za www.signco.co.za

Skytrim

Rico Kruger +27 11 827 6638 rico@skytrim.co.za www.skytrim.co.za

SleepOver Michael Richardson 010 110 9900 michael.richardson@sleepover-za.com www.sleepover-za.com

Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Starlite Aero Sales

Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Starlite Aviation Operations

Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

Status Aviation (Pty) Ltd

Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

Superior Pilot Services Liana Jansen van 0118050605/2247Rensburg info@superiorair.co.za www.superiorair.co.za

Swift Flite

Linda Naidoo

Tel 011 701 3298 Fax 011 701 3297 info@swiftflite.com / linda@swiftflite.com www.swiftflite.co.za

The Aviation Shop Karel Zaayman 010 020 1618 info@aviationshop.co.za www.aviationshop.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shop-sa

The Pilot Shop

Helen Bosland 082 556 3729 helen@pilotshop.co.za www.pilotshop.co.za

Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com

Top Flight Academy Nico Smith 082 303 1124 topflightklerksdorp@gmail.com

Turbo Prop Service Centre 011 701 3210 info@tpscsa.co.za www.tpscsa.co.za

Ultimax Aviation (Pty) Ltd Aristide Loumouamou +27 72 878 8786 aristide@ultimax-aviation.com www.ultimax-aviation.com

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

Wanafly

Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

Windhoek Flight Training Centre

Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

Wings n Things

Colin Blanchard 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

Witbank Flight School

Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za

Wonderboom Airport

Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate

Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za

Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za